Emergency facilities for influencing defective constituents of power trains in motor vehicles

ABSTRACT

A motor vehicle power train with an engine, a transmission and a clutch includes a means to operate the transmission and/or clutch automatically through at least one electric actuator motor. The electric actuator motor, which acts on an input element of the transmission and/or clutch, comprises a brushless direct current motor.

BACKGROUND OF THE INVENTION

[0001] The invention relates to motor vehicles in general, and moreparticularly to improvements in power transmitting and powertransmission interrupting arrangements (hereinafter called power trains)for use in motor vehicles. Still more particularly, the inventionrelates to improvements in power trains of the type wherein the torquetransmitting system (such as a friction clutch or a torque converterwith a bypass or lockup clutch) and/or the gear selecting and shiftingtransmission system is automated.

[0002] Power trains of the above outlined character comprise means foroperating the automated system or systems. Certain recently developedoperating means employ a discrete signal receiving and signaltransmitting control unit (such as an electronic circuit) for eachautomated system, a single control unit for the single automated(transmission or torque transmitting) system, or a common control unitfor both automated systems. The connection between a control unit and adiscrete automated system or between a control unit and each of twoautomated systems comprises actuating means for shifting an automatedtransmission system into or from a selected or particular gear and/orfor changing the condition of an automated torque transmitting systembetween a disengaged or partly or fully engaged condition.

[0003] Power trains of the above outlined character are disclosed, forexample, in published German patent application Serial No. 43 09 901 (towhich reference may be had, if necessary). For example, one of the powertrains disclosed in this published German patent application is designedto ensure that shifting of the transmission system into a selected gearand/or any other regulation(s) of the transmission system is or areautomated which is in contrast to most standard power trains employing amanually operable transmission system with a lever or rod which must beactuated by the operator of the motor vehicle to select a particulargear, to shift from a previously selected gear and to shift into thenewly selected gear.

[0004] A drawback of presently known power trains with automatedtransmission systems and/or with automated torque transmitting systemsis that, in the event of a malfunction or breakdown (such as damage toor destruction of an important or key component) and/or under othercircumstances which cause a partial or complete failure of the automatedsystem, the operator or even a highly skilled mechanic can be confrontedwith a situation that the motor vehicle is stalled or stranded at alocation which is remote from an acceptable parking area, garage orrepair shop. In this respect, a manually operated transmission system ortorque transmitting system is more practical because, and assuming thatthe motor vehicle is equipped with a standard manually shiftabletransmission system, exertion of a rather pronounced force upon the gearshifting lever or rod normally suffices to shift the manually operatedtransmission system into a selected gear or from a particular gear inorder to place the motor vehicle in a condition in which the vehicle canbe driven to a desired location by its own prime mover, or towed orpushed to such location by the operator (with or without assistance,e.g., from other occupant(s) of the affected vehicle) or by a secondvehicle.

[0005] Analogously, if a pedal-operated torque transmitting system (suchas a friction clutch) happens to malfunction, it is often still possibleto cause the clutch to assume an engaged or disengaged condition,depending upon whether the disabled or partially disabled vehicle is tobe pushed or pulled to a selected location or advanced to such locationunder its own power (e.g., at a low or extremely low speed).

[0006] If the power train of a motor vehicle employs an automatedtransmission system which is designed to be shifted into selected gearsin response to signals from an electronic control unit, failure of theelectrical energy supplying means can entail a disablement of thecontrol unit so that automatic shifting into or from a selected gear isno longer possible. The same undesirable situation arises if a defectdevelops in the actuating means which is operated by the control unitand normally transmits motion to one or more internal or external mobilegear shifting and/or selecting components of an automated transmissionsystem. Such actuating means can employ one or more electric or othersuitable motors and a linkage, a cable, a Bowden wire or other suitablemeans for transmitting motion from the output element(s) of the motor ormotors to the mobile input element(s) of the automated transmissionsystem. Thus, if a malfunction develops while the automated transmissionsystem is in (a forward or reverse) gear (rather than in neutral), e.g.,due to the failure of the car battery and/or a generator to supplyelectrical energy to the electronic control unit, the transmissionsystem acts as a parking brake and prevents any movements of theaffected motor vehicle. The reason is that a conventional automatedtransmission system cannot be shifted into neutral gear if suchautomated system and/or the operating means therefor develops certaindefects.

[0007] Presently known operating means for automated transmissionsystems are constructed and assembled in such a way that, if amalfunction develops in the means for transmitting signals to a controlunit (e.g., a microprocessor) of the operating means or the means fortransmitting signals from the output or outputs of the control unit tothe driving unit or units (e.g., one or more electric motors) of theactuating means between the control unit and the automated transmissionsystem, the operator of the motor vehicle is no longer in a position toshift the defective automated transmission system into neutral gear orinto another (forward or reverse) gear. This results in theaforediscussed inconveniences, such as the inability of the operator ofthe affected motor vehicle to drive the vehicle to a desired locationunder its own power, or even to push or pull the vehicle to suchlocation. Thus, it is then necessary to lift the disabled motor vehicleonto the platform of a truck or to actually dismantle certain parts ofthe power train in order to alter the condition of the power train to anextent which is necessary to permit the driving, pushing or pulling ofthe vehicle to a safe parking area, to an area which is authorized forparking, to the garage of the owner of the vehicle, or to a repair shop.

[0008] The situation is not much different in the event ofmalfunctioning of an automated torque transmitting system (e.g., afriction clutch or a torque converter with a bypass or lockup clutch)and/or of the means for operating such automated torque transmittingsystems. Thus, it is not alway possible to place a disabled automatedtorque transmitting system into a fully engaged condition, into apartially engaged condition or into a fully disengaged condition.

OBJECTS OF THE INVENTION

[0009] An object of the invention is to provide a motor vehicle with apower train which permits for the transport of the motor vehicle (underits own power or with assistance from another vehicle) even if itsautomated system or systems become defective to an extent which entailsa complete immobilizing of a vehicle employing a presently known powertrain with one or more automated systems, e.g., an automated torquetransmitting system and/or an atomated transmission system.

[0010] Another object of the invention is to provide novel and improvedautomated systems and novel and improved operating means for automatedsystems in the power trains of motor vehicles.

[0011] A further object of the invention is to provide a novel andimproved automated transmission system, novel and improved operatingmeans for such automated transmission system, and a power train whichemploys such automated transmission system and operating means therefor.

[0012] An additional object of the invention is to provide a power trainwith novel and improved emergency facilities for influencing defectiveconstituents (such as automated transmission systems, automated torquetransmitting systems and/or operating means for such automated systems)in such a way that a vehicle wherein one or more automated systems aredefective or entirely out of commission can be still driven or pushed orpulled to a desired location.

[0013] Still another object of the invention is to provide emergencyfacilities which permit manual or power-operated interruption of thetransmission of power by the power train in the event of damage to or atotal breakdown of one or more automated systems of the power -trainand/or of the means for operating such automated system or systems.

[0014] A further object of the invention is to provide a power trainwherein a defective automated transmission system can be mapulated toshift it into a selected (such as neutral or other) gear with a minimumof effort and with no loss or with negligible or minor loss of time.

[0015] Another object of the invention is to provide a power train whichis not more sensitive, bulkier, more complex and/or more expensive thanheretofore known power trains with one or more automated systems eventhough the improved power train exhibits the above enumerated advantagesover conventional power trains.

[0016] An additional object of the invention is to provide a novel andimproved method of manipulating a disabled power train having one ormore automated systems and operating means therefor.

[0017] Still another object of the invention is to provide a motorvehicle which embodies the above outlined power train with one or moreautomated systems and operating means therefor.

[0018] A further object of the invention is to provide novel andimproved automated systems for use in the above outlined power train.

[0019] Another object of the invention is to provide novel and improvedcombinations of control units, automated transmission systems andoperating means connecting the control units with the transmissionsystems.

[0020] An additional object of the invention is to provide a novel andimproved combination of a control unit, an automated torque transmittingsystem and operating means which is used between the control unit andthe automated torque transmitting system.

[0021] Still another object of the invention is to provide novel andimproved means for manipulating or adjusting or resetting a defectiveautomated torque transmitting system and/or a defective automatedtransmission system in the power train of a passenger car or anothermotor vehicle.

[0022] A further object of the invention is to provide a power trainwhich is constructed and assembled and which can be operated in such away that unexpected malfunctioning or a total breakdown of one or moreof its automated systems does not compel the operator of the motorvehicle, even an unskilled operator, to leave the vehicle stranded at alocation which is not suitable for the reasons of safety and/or for anyother reason or reasons (such as at a location where the strandedvehicle could interfere with the traffic or the owner would be likely tobe penalized for unauthorized parking).

[0023] Another object of the invention is to provide novel and improvedmeans for establishing temporary emergency connections between partswhich are normally connected or coupled to each other only as long asthe automated system(s) and/or the operating means for such system orsystems in the power train of a motor vehicle are neither defective nortotally disabled.

SUMMARY OF THE INVENTION

[0024] One feature of the invention resides in the provision of a motorvehicle (e.g., a passenger car) employing a power transmitting and powerinterrupting arrangement (power train) which comprises the followingconstituents: a prime mover (such as a combustion engine), a torquetransmitting system having engaged and disengaged conditions, atransmission system which is shiftable into a plurality of gears (atleast one of these systems is automated), and means for automaticallyoperating the at least one system. At least one of the above enumeratedconstituents of the power train is prone to develop at least one ofdefects entailing (a) the inability of the power train to interrupt thetransmission of power or to continue to transmit power, (b) theinability of the torque transmitting system to change its condition(e.g., from an at least partially engaged condition to fully disengagedcondition or vice versa), and (c) the inability of the transmissionsystem to shift into or from a selected gear, and the power trainfurther comprises at least one emergency facility for at least partiallyeliminating or overcoming the at least one defect in accordance with atleast one of the procedures including (i) manualy and (ii)automatically.

[0025] Another feature of the invention resides in the provision of amotor vehicle having a power train which comprises a prime mover (suchas a combustion engine), a torque transmitting system having engaged anddisengaged conditions, an automatically operable transmission systemwhich is shiftable into a plurality of gears (e.g., a neutral gear, areverse gear and several forward gears), and means for automaticallyoperating the transmission system. The operating means comprises asignal receiving and transmitting control unit, means (e.g., a pluralityof sensors and/or one or more electronic circuits) for transmittingsignals to the control unit, and actuating means operating between thecontrol unit and at least one input element of the transmission system.The actuating means comprises at least one driving unit (such as anelectric motor) and at least one mobile output element arranged toreceive motion from the at least one driving unit and to normallytransmit motion to the at least one input element. In accordance with afeature of the invention, the power train further comprises a separableconnection which is provided between the at least one input element andat least one of (a) the at least one driving unit and (b) the at leastone output element.

[0026] The connection can be designed and installed in such a way thatit is separable and reengageable. Still further, the power train cancomprise means for manually shifting the transmission system into aselected gear in the separated condition of the connection and/or meansfor automatically shifting the transmission into a selected gear inresponse to separation of the connection.

[0027] A further feature of the invention resides in the provision of amotor vehicle having a power train which comprises a prime mover (suchas a combustion engine), a transmission system shiftable into aplurality of gears, an automatically operable torque transmitting system(e.g., a friction clutch) having engaged and disengaged conditions(unless otherwise stated, the term “engaged” is intended to denote apartly engaged or a fully engaged condition of the torque transmittingsystem), and means for automatically operating the torque transmittingsystem. The operating means comprises a signal receiving andtransmitting control unit, means for transmitting signals to the controlunit, and actuating means operating between the control unit and atleast one input element of the torque transmitting system. The actuatingmeans can comprise at least one driving unit and at least one mobileoutput element which is arranged to receive motion from the at least onedriving unit and to normally transmit motion to the at least one inputelement, and the power train further comprises a separable connectionwhich is provided between the at least one input element of the torquetransmitting system and at least one of the at least one driving unitand the at least one output element of the actuating means.

[0028] The connection is preferably separable and reengageable, and theimproved power train further comprises means for manually changing thecondition of the torque transmitting system in the separated conditionof the connection and/or means for automatically changing the conditionof the torque transmitting system in response to separation of theconnection.

[0029] An additional feature of the invention resides in the provisionof a power train which can be put to use in a motor vehicle andcomprises a prime mover, a transmission system which is shiftable intoand from a selected one of a plurality of gears, a torque transmittingsystem having engaged and disengaged conditions, and means forautomatically operating at least one of the systems. The operating meanscomprises a signal receiving and transmitting control unit, means fortransmitting signals to the control unit, and actuating means operatingbetween the control unit and at least one input element of the at leastone (automatically operable) system. The actuating means comprises atleast one driving unit and at least one mobile output element which isarranged to receive motion from the at least one driving unit and tonormally transmit motion to the at least one input element, and thepower train further comprises at least one connection provided betweenthe at least one input element of the automatically operable system andthe actuating means and having an operative condition and an inoperativecondition.

[0030] The power train further comprises means for operating the atleast one (automatically operable) system in the inoperative conditionof the at least one connection, and such operating means can bemanipulated by hand or it can be automated and can include auxiliaryactuating means. For example, the means for operating the at least onesystem in the inoperative condition of the at least one connection cancomprise at least one coil spring, leaf spring or another energy storingdevice.

[0031] If the at least one automatically operable system is thetransmission system, the at least one connection can be constructed andinstalled in such a way that, when it assumes the inoperative condition,it separates the at least one input element of the automatedtransmission system from the actuating means. The means for operatingthe transmission system in the inoperative condition of the at least oneconnection can comprise at least one of (a) manually operable means forshifting the transmission system into and from a selected gear, (b) atleast one automatic auxiliary actuating means for shifting thetransmission system into and from a selected gear, and (c) energystoring means for shifting the transmission system into and from aselected gear.

[0032] If the at least one system is the torque transmitting system, theat least one connection can be designed and installed in such a waythat, when it assumes the inoperative condition, it separates the atleast one input element of the automated torque transmitting system fromthe actuating means. The means for operating the automated torquetransmitting system in the inoperative condition of the at least oneconnection can comprise at last one of (a) manually operable means forchanging the condition of the automated torque transmitting system, (b)at least one automatic auxiliary actuating means for changing thecondition of the automated torque transmitting system, and (c) energystoring means for changing the condition of the automated torquetransmitting system.

[0033] The at least one connection can constitute a mechanicalconnection. In accordance with a presently preferred embodiment, the atleast one connection can include at least one of the following: alinkage (such as a link train), at least one Bowden wire, one or morecables, at least one lever, and a fluid-operated (hydraulic orpneumatic) connection.

[0034] The actuating means can comprise a transmission (e.g., a gearingsuch as a bevel gearing and/or a spur gearing), and a driving unit forthe transmission. The a least one connection can be constructed andinstalled in such a way that it is normally operative between the atleast one input element of the at least one system and the transmissionof the actuating means.

[0035] The at least one connection can be disposed at (such as close to)the transmission system or at the torque transmitting system.

[0036] In one of the presently preferred embodiments, the at least oneconnection includes first and second parts which are connected to eachother in the operative condition of the at least one connection and areseparable at least once to change the condition of the at least oneconnection to inoperative condition. The arrangement can be such thatthe first and second parts are connectable to each other at least onceto thereby cause the at least one connection to assume the operativecondition and which are separable from each other at least once to thuscause the at least one connection to assume its inoperative condition.

[0037] The at least one connection can constitute a form-lockingconnection comprising normally interconnected first and second partswhich are separable from each other at least once to thus cause the atleast one connection to assume its inoperative condition. Thearrangement can be such that the first and second parts are connectableto each other at least once to thus cause the at least one connection toreassume its operative condition.

[0038] The actuating means can comprise at least one driving unit and atleast one output element between the at least one driving unit and theat least one input element of the at least one system, and theform-locking connection can be provided between the at least one inputelement and at least one of the at least one output element and the atleast one driving unit of the actuating means.

[0039] If the form-locking connection comprises at least two separableparts which are connected to each other in the operative condition ofthe at least one connection, at least one of the at least two parts canbe at least substantially coaxial with at least a portion of the otherof the at least two parts in the operative condition of the at least one(form-locking) connection. Alternatively, at least one of the at leasttwo parts of the form-locking connection can be at least substantiallyparallel with and adjacent at least a portion of the other of the atleast two parts in the operative condition of the at least oneconnection.

[0040] It is also possible to design the at least one connection in sucha way that it constitutes a force-locking connection. Such force-lockingconnection can comprise normally interconnected first and second partswhich are separable from ech other at least once to thus cause the atleast one connection to assume its inoperative condition. Thearrangement can be such that the first and second parts are connectableto each other at least once to thus cause the at least one(force-locking) connection to reassume its operative condition.

[0041] The actuating means can comprise at least one driving unit and atleast one output element between the at least one driving unit and theat least one input element of the at least one system. The force-lockingconnection can be provided between the at least one input element and atleast one of the at least one output element and the at least onedriving unit of the actuating means.

[0042] If the force-locking connection comprises at least two separableparts which are connected to each other in the operative condition ofthe at least one connection, at least one of the at least two parts canbe at least substantially coaxial at least with a portion of the otherof the at least two parts in the operative condition of the at least one(force-locking) connection. Alternatively, at least one of the at leasttwo parts can be at least substantially parallel with and adjacent atleast a portion of another part in the operative condition of the atleast one (force-locking) connection.

[0043] If the at least one connection is a form-locking connection, itcan be constructed and installed in such a way that it is separable inresponse to disengagement of a suitable coupling element to thusestablish the inoperative condition of the at least one connection. Suchform-locking connection can comprise first and second parts which areseparably connected to each other by the coupling element in theoperative condition of the at least one connection. For example, thecoupling element can constitute a bolt, a detent, a pawl, a locking bar,a pin or stud, a sliding bolt, a screw or another threaded fastener, ora plug.

[0044] The coupling element can include first and second male portions,and the first and second parts of the form-locking connection thenrespectively comprise first and second female portions which receive therespective male portions of the coupling element in the operativecondition of the at least one connection. Alternatively, one of theparts of the at least one connection can be provided with a femaleportion for a male portion of the coupling element, and the other partof the at least one connection can be force-lockingly connected with thecoupling element in the operative condition of the at least one(form-locking) connection. As a further alternative, one part of the atleast one connection can be provided with a female portion for a maleportion of the coupling element, and another part of the at least oneconnection can be frictionally connected with the coupling element inthe operative condition of the at least one (form-locking) connection.

[0045] The just discussed form-locking connection can further compriseat least one energy storing element which biases the coupling elementagainst at least one of the first and second parts of the at least oneconnection, at least in the operative condition of the at least oneconnection, in order to establish a force transmitting connectionbetween the parts of the at least one (form-locking) connection. If theat least one system is the transmission system, the at least oneconnection of the just outlined character can be provided between the atleast one input element of the transmission system and the at least oneoutput element of the actuating means forming part of the means foroperating the automated transmission system. The coupling element ispreferably disengageable from at least one of the parts of the at leastone connection against the opposition of the at least one energy storingelement to thus establish the inoperative condition of the at least oneconnection.

[0046] It is also possible to employ at least one connection havingfirst and second parts and to further employ a coupling element havingfirst and second positions in which the coupling element respectivelyconnects the parts to each other in the operative condition of the atleast one connection and is uncoupled from at least one of the parts inthe inoperative condition of the at least one connection. Suchconnection can further comprise means for locking the coupling elementin at least one of its first and second positions.

[0047] The power train can further comprise manually operable means(such as a wrench or a lever) for moving the at least one input elementat least in the inoperative condition of the at least one connectionand/or automated means (such as a suitable motor) for moving the atleast one input element at least in the inoperative condition of the atleast one connection.

[0048] Still further, the power train can comprise resilient means formoving the at least one input element at least in the inoperativecondition of the at least one connection.

[0049] The at least one input element can comprise a profiled (e.g.,hexagonal) portion engageable by an implement which is operable toeffect, when necessary, movements of the at least one input element atleast in the inoperative condition of the at least one connection. Suchimplement can constitute a manually operable implement. Alternatively,the implement can be an automatically operable implement, and the powertrain then further comprises means for automatically operating suchimplement. Still further, the implement can be operated by resilientmeans in addition to or in lieu of manual or automatic operation.

[0050] The at least one imput element can be further provided with asecond portion which separably supports and is movable by theaforementioned profiled portion in response to operation of theimplement.

[0051] The power train can comprise manually operable means for movingthe at least one input element in the inoperative condition of the atleast one connection. Such manually operated means can be replaced bypower-operated means. The power-operated means can comprise one of (a)an electric motor, (b) a magnet (such as an electromagnet), and (c) afluid-operated (hydraulic or pneumatic) motor.

[0052] The power train can comprise means for moving the at least oneinput element to a predetermined position in the inoperative conditionof the at least one connection. If the at least one system is thetransmission system, such system can be shifted into neutral gear orinto a gear other than neutral in response to movement of the at leastone input element to its predetermined position. If the at least onesystem is the torque transmitting system, such system dan be caused toassume a fully engaged condition, a partly engaged condition or adisengaged condition in response to movement of the at least one outputelement to its predetermined position.

[0053] Another feature of the invention resides in the provision of apower train which comprises a prime mover, a transmission systemshiftable into and from one of a plurality of gears, a torquetransmitting system having engaged and disengaged conditions, and meansfor automatically operating at least one of the two systems. Theoperating means comprises a signal receiving and transmitting controlunit, means for transmitting signals to the control unit, and actuatingmeans operating between the control unit and at least one input elementof the at least one system. The actuating means comprises at least onedriving unit, at least one mobile output element arranged to receivemotion from the at least one driving unit by way of at least onetransmission and to normally transmit motion to the at least one inputelement, and a mobile operating component for at least one of thedriving unit and the at least one transmission. Such power train canfurther comprise at least one of (a) a manually manipulatable implementand (b) a power-operated implement for moving the operating component.The operating component and the at least one implement can comprisecomplementary portions for the establishment of a form-locking orforce-locking or frictional connection between them. Furthermore, theoperating component and the at least one implement can comprise meansfor separably coupling the at least one implement to the operatingcomponent and/or resilient means for yieldably opposing movements of theoperating component by way of the at least one implement. Thearrangement can be such that the operating component is shiftablebetween a first position in which such component is connectable with theat least one implement and a second position in which it isdisconnectable from the at least one implement. Such structure canfurther comprise a coupling which is arranged to transmit motion fromthe at least one implement to the operating component in the firstposition of such component. Still further, there can be provided meansfor releasably locking the operating component in at least one of itsfirst and second positions. The locking means can comprise at least oneresilient element and/or a form-locking device for the operatingcomponent.

[0054] A further feature of the invention resides in the provision of apower train which comprises a prime mover, a transmission system whichis shiftable into and from a selected one of a plurality of gears, atorque transmitting system having engaged and disengaged conditions, andmeans for automatically operating at least one of the two systems. Theoperating means comprises a signal receiving and transmitting controlunit, means for transmitting signals to the control unit, and actuatingmeans operating between the control unit and at least one input elementof the at least one system. The actuating means comprises at least onedriving unit and at least one mobile output element arranged to receivemotion from the at least one driving unit and to normally transmitmotion to the at least one input element. The at least one systemfurther comprises means for moving the at least one input element.

[0055] The arrangement can be such that the means for moving the atleast one input element is operative to move the at least one inputelement independently of the actuating means. Furthermore, the means formoving the at least one input element can comprise at least one of (a) amanually manipulatable implement and (b) a power-operated implement. Ifthe at least one system is the transmission system and one of theplurality of gears is a neutral gear, the at least one implement can bearranged to shift the transmission system into neutral gear. If the atleast one system is the torque transmitting system, the at least oneimplement can be arranged to cause the torque transmitting system toassume its disengaged condition.

[0056] Still another feature of the invention resides in the provisionof a power train which comprises a prime mover, an automaticallyoperable torque transmitting system having engaged and disengagedconditions, an automatically operable transmission system which isshiftable into a plurality of gears, means for automatically operatingthe torque transmitting system, and means for automatically operatingthe transmission system. Each of the operating means comprises a signalreceiving and signal transmitting control unit, means for transmittingsignals to the control unit, and actuating means operating between thecontrol unit and at least one input element of the respective system.Still further, such power train comprises a separable connectionprovided between at least one of the input elements and the respectiveactuating means.

[0057] Each of the two control units can have its own (discrete)housing. Alternatively, the power train can comprise a common housingfor the two control units. Still further, the power train can comprise asingle control unit which is common to the two operating means.

[0058] Another feature of the invention resides in the provision of apower train which comprises a prime mover, a torque transmitting systemhaving engaged and disengaged conditions, a transmission system which isshiftable into a plurality of gears, and means for automaticallyoperating at least one of the two systems. The operating means comprisesa signal receiving and signal transmitting control unit, means fortransmitting signals to the control unit, and actuating means operatingbetween the control unit and at least one input element of the at leastone system. The control unit includes means for generating on the basisof received signals at least one defect signal denoting a malfunctioningof the at least one system.

[0059] The control unit can be arranged to generate at least one defectsignal in response to reception of signals departing from a range ofsignals which denote a satisfactory operation of the at least onesystem. It is also possible to design the control unit in such a waythat it generates at least one defect signal in response to a failure ofthe actuating means to react in a predetermined (prescribed) manner tosignals which are being transmitted by the control unit. Still further,the control unit can be arranged to generate at least one defect signalin response to reception of at least one signal denoting the failure ofthe actuating means to respond to a predetermined set of data in apredetermined manner. It is also possible to design the control unit insuch a way that it generates at least one defect signal in response toreception of at least one signal denoting a departure of availableelectrical energy from a predetermined range of acceptable values; suchat least one defect signal can be generated due to reception by thecontrol unit of at least one signal denoting that the availableelectrical energy is at least close to zero.

[0060] The at least one defect signal can be generated in response to anactivity by the operator of the motor vehicle, namely an activity whichentails the transmission to the control unit of a signal departing froman acceptable or anticipated signal. Such activity can involve actuationof at least one of a knob, a lever and a switch.

[0061] An additional feature of the invention resides in the provisionof a power train which comprises a prime mover, a torque transmittingsystem having engaged and disengaged conditions, a transmission systemhaving a plurality of conditions in each of which the transmissionsystem is shifted into one of a plurality of different gears, and meansfor automatically operating at least one of the two systems. Theoperating means comprises a signal receiving and transmitting controlunit, means for transmitting signals to the control unit, and actuatingmeans operative between the control unit and at least one input elementof the at least one system. The power train further comprises means forindicating the momentary condition of the at least one system.

[0062] The indicating means can be associated with the actuating meansand it can be provided on the at least one system. Furthermore, theindicating means can be associated with at least one component part ofthe at least one system.

[0063] For example, the indicating means can comprise a scale and apointer. The scale is movable relative to the pointer or vice versa to aposition which is indicative of the momentary condition of the at leastone system.

[0064] The indicating means can include means for displaying themomentary condition of the at least one system.

[0065] The novel features which are considered as characteristic of theinvention are set forth in particular in the appended claims. Theimproved power train itself, however, both as to its construction, itsmode of operation and the mode of installing it in a motor vehicle,together with numerous additional important and advantageous featuresthereof, will be best understood upon perusal of the following detaileddescription of certain presently preferred specific embodiments withreference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0066]FIG. 1 is a schematic partly elevational and partly diagrammaticview of certain constituents of a motor vehicle including a power trainwhich embodies one form of the present invention and comprises anautomated friction clutch between a prime mover and an automatedtransmission system;

[0067]FIG. 2 is a schematic view of actuating means for an automatedtransmission system which can be utilized in the improved power trainand comprises two parallel rotary input elements, one for the selectionof a particular gear and the other for shifting into and from theselected gear;

[0068]FIG. 2a is a diagrammatic view of the gate of a transmissionsystem which can be utilized in the improved power train;

[0069]FIG. 3 is a fragmentary perspective view of an actuating means, ofan input element of an automated transmission system normally receivingmotion from a rotary output element of the actuating means, and of oneembodiment of a separable connection between the output element of theactuating means and the input element of the transmission system;

[0070]FIG. 3a illustrates the structure of FIG. 3 but with the case ofthe transmission system omitted;

[0071]FIG. 4 illustrates the structure of FIG. 3 but with the connectionseparated and further showing an implement which can be manipulated byhand to transmit motion to the input element of the transmission systemin lieu of the actuating means;

[0072]FIG. 4a is a view similar to that of FIG. 4 but showing adifferent manually manipulatable implement for rotating the inputelement of the transmission system independently of the output elementof the actuating means;

[0073]FIG. 5 is an enlarged partly central sectional view of theseparable connection which is shown in FIG. 3;

[0074]FIG. 5a illustrates the structure of FIG. 5 but with theconnection deactivated (separated) so that the input element of theautomated transmission system can be moved relative to, rather thanwith, the output element of the actuating means;

[0075]FIG. 5b illustrates the structure of FIG. 5 plus a secondseparable connection between the output element of the actuating meansand the input element of the automated transmission system;

[0076]FIG. 5c shows the connection of FIG. 5 prior to mounting betweenthe input element of an automated system and the output element of theactuating means for such automated system;

[0077]FIG. 5d shows the connection of FIG. 5c but with the parts of theconnection in different positions relative to each other;

[0078]FIG. 5e is a somewhat schematic elevational view of a thirdseparable connection between the input element of an automated systemand the output element of actuating means for such automated system;

[0079]FIG. 6a is a fragmentary perspective partly sectional view of aseparable and adjustable connection between the output element of anactor and the condition-changing (such as disengaging) element of anautomated friction clutch;

[0080]FIG. 6b is an enlarged view of the combined adjusting andseparating means of the connection which is shown in FIG. 6a;

[0081]FIG. 7a is a fragmentary perspective partly sectional view of aseparable and adjustable connection constituting a modification of theconnection which is shown in FIGS. 6a and 6 b;

[0082]FIG. 7b is an enlarged partly elevational and partly sectionalview of a detail in the structure of FIG. 7a;

[0083]FIG. 8 is a schematic elevational view of an actor which isprovided with means for indicating the position of an input element ofan automated system and with means for manually or motorically changingthe position of the input element in the event of a failure or completebreakdown of one or more constituents of the power train employing theactor of FIG. 8;

[0084]FIG. 8a is a fragmentary sectional view of an automated systemwhich is operated by the actor of FIG. 8;

[0085]FIG. 8b is a schematic elevational view of an actor whichconstitutes a modification of the actor of FIG. 8;

[0086]FIG. 8c is a fragmentary sectional view of an automated systemwhich is actuated by the actor of FIG. 8b;

[0087]FIG. 9 is a fragmentary sectional view of an actor wherein themeans for changing the position of an output element of the actor isnormally disengaged from the output element;

[0088]FIG. 10 illustrates a modification of the structure which is shownin FIG. 9;

[0089]FIG. 11 is a fragmentary partly elevational and partly sectionalview of an actor having an output element which can be turned by amanually operated or poweroperated actuating element through the mediumof a gearing;

[0090]FIG. 12 is a schematic elevational view of an actor and of meansfor changing the angular position of an input element, which is normallymoved by an output element of an actor, by the operator of the motorvehicle through the medium of a Bowden wire;

[0091]FIG. 13 is a fragmentary partly elevational and partly sectionalview wherein the self-locking action of a driving unit can beinterrupted preparatory to manual or power-operated adjustment of theinput element of an automated system which is normally actuated by thedriving unit of the actor;

[0092]FIG. 14 is a fragmentary schematic partly elevational and partlysectional view of Can automated clutch and a diagrammatic view of amodified actor which can change the condition of the clutch;

[0093]FIG. 15 is a perspective view of a connection between the outputelement of an actor and the input element of an automated clutch;

[0094]FIG. 16 shows a separable coupling between certain parts of theconnection which is shown in FIG. 15;

[0095]FIG. 16a illustrates a modification of the structure which isshown in FIGS. 15 and 16;

[0096]FIG. 16b shows a modification of the structure which is shown inFIG. 16a;

[0097]FIG. 16c is a sectional view of the structure which is shown inFIG. 16b;

[0098]FIG. 17a is a fragmentary partly elevational and partly sectionalview of another connection between an actor and an automated clutch;

[0099]FIG. 17b shows a modification of the structure which isillustrated in FIG. 17a;

[0100]FIG. 18 is a fragmentary partly elevational and partly sectionalview of still another connection between an actor and an automatedclutch;

[0101]FIG. 19 illustrates a first modification of the structure which isshown in FIG. 18;

[0102]FIG. 20a illustrates a second modification of the structure whichis shown in FIG. 18;

[0103]FIG. 20b illustrates a third modification of the structure whichis shown in FIG. 18;

[0104]FIG. 21 is a fragmentary partly elevational and partly sectionalview of another connection between an actor and an automated clutch;

[0105]FIG. 21a illustrates a detail in the structure of FIG. 1 showingcertain parts in positions they assume subsequent to a manualinfluencing of the connection between the actor and the clutch;

[0106]FIG. 22 is a partly elevational and partly sectional view of stillanother connection between an actor and an automated clutch in the powertrain of a motor vehicle;

[0107]FIG. 23 illustrates a first modification of the structure which isshown in FIG. 22;

[0108]FIG. 23a illustrates a second modification of the structure whichis shown in FIG. 22;

[0109]FIG. 23b illustrates a third modification of the structure whichis shown in FIG. 22;

[0110]FIG. 24 is a sectional view of an actor having an electric motorwhich can be coupled to at least one automated system by at least onefluid-operated connection; and

[0111]FIG. 25 is an enlarged sectional view of a detail in the actor ofFIG. 24.

DESCRIPTION OF PREFERRED EMBODIMENTS

[0112] Referring first to FIG. 1, there is shown a portion of a motorvehicle including a power train (power transmitting and powertransmission interrupting arrangement) which comprises a prime mover 1(such as a standard internal combustion engine) having a rotary outputelement (such as a camshaft or a crankshaft) serving to transmit torqueto a rotary input element 2 a (such as a single or a composite flywheel)of an automated torque transmitting system 2, e.g., a friction clutchand hereinafter called clutch or friction clutch for short. The outputelement 2 c (such as a clutch disc or clutch plate) of the clutch 2serves to transmit torque to a rotary input element (e.g., a shaft) ofan automated transmission system 3 having a plurality of gears (e.g., aneutral gear N, a reverse gear R, a parking gear P and several forwardgears, e.g., 1 to 5). The output element of the transmission system 3serves to transmit motion to a differential 4 which, in turn, transmitsmotion to live axles 5 for driven wheels 6 of the motor vehicle.

[0113] The RPM of at least one of the wheels 6 can be monitored by asuitable RPM detector or sensor (not specifically shown) serving totransmit signals to the corresponding input of an electronic controlunit 7 forming part of means for automatically operating the automatedclutch 2 and the automated transmission system 3. In lieu of or inaddition to an RPM sensor for at least one of the driven wheels 6, themonitoring means can comprise one or more further RPM sensors, and suchsensor or sensors can transmit appropriate signals to the control unit 7as well as to one or more additional electronic circuits such as asuitable antiblocking system (ABS). Still further, a tachometergenerator (not shown) can monitor the rotational speed of one or moreparts of the differential 4, and the control unit 7 can evaluate andprocess such signals to ascertain the speed of the motor vehicle and/orthe rotational speed of one or more selected constituents of the engine1 and/or of the transmission system 3.

[0114] The internal combustion engine 1 is but one of several types ofprime movers which can be put to use in the power train of the presentinvention. For example, the engine 1 can be replaced with a hybrid driveemploying an electric motor, a flywheel with a freewheel and/or acombustion engine The illustrated friction clutch 2 can be replaced withanother suitable torque transmitting system. For example, this clutchcan be replaced with a magnetic powder or particle clutch, amultiple-disc clutch or a hydrokinetic torque converter with a bypass orlockup clutch, e.g., of the type disclosed in commonly owned U.S. Pat.No. 5,377,796 granted Jan. 3, 1995 to Friedmann et al. for “APPARATUSFOR TRANSMITTING FORCE BETWEEN ROTARY DRIVING AND DRIVEN PARTS”.Furthermore, the illustrated friction clutch 2 can be of the typeembodying suitable wear compensating means. Reference may be had tocommonly owned U.S. Pat. No. 5,409,091 granted Apr. 25, 1995 to Reik etal. for “AUTOMATICALLY ADJUSTABLE FRICTION CLUTCH”. The disclosures ofthese U.S. patents, the disclosures of all other U.S. patentsspecifically mentioned herein, as well as the disclosures of all U.S.patents and allowed U.S. patent applications corresponding to any of theforeign patents and/or patent applications mentioned in the presentspecification, are incorporated herein by reference.

[0115]FIG. 1 shows that the clutch 2 is installed in the power trainbetween the prime mover 1 and the transmission system 3 (as seen in thedirection of power flow toward the wheels 6). However, it is equallywithin the purview of the invention to install the clutch 2 or anothersuitable torque transmitting system downstream of the transmissionsystem 3. Reference may be had to German patent No. 37 03 759 whichdiscloses an infinitely variable speed transmission (CVT) of the typealso known as variator upstream of the clutch. Another power train withan infinitely variable speed transmission is disclosed in commonly ownedU.S. Pat. No. 5,169,365 granted Dec. 8, 1992 to Friedmann for “POWERTRAIN”.

[0116] In addition to the electronic control unit 7, the means forautomatically operating the clutch 2 and the transmission system 3comprises the aforementioned means for transmitting signals to the inputor inputs of the control unit 7 as well as two discrete actuating means8 and 11 (hereinafter called actors for short) which respectivelyoperate between the control unit 7 on the one hand, and appropriateinput elements of the transmission system 3 and clutch 2 on the otherhand. The control unit 7 can constitute an integrated unit which isdesigned to receive signals from the monitoring means including varioussensors and/or electronic circuits, and to process or evaluate suchsignals for transmission to the actors 8 and 11 and, if necessary, toone or more additional signal receiving constituents of the power train.

[0117]FIG. 1 shows that the control unit 7 of the operating means forthe automated clutch 2 and the automated transmission system 3 (i.e.,for the actors 11 and 8) is further connected (by conductor means 22)with engine electronics 20 and (by conductor means 15) with a source ofdata such as transmission electronics 30. Alternatively, the engineelectronics 20 and/or the transmission electronics 30 can beincorporated into (i.e., they can form part of) the control unit 7.Still further, it is possible to provide a discrete control unit foreach of the actors 8 and 11. Reference may be had to the commonly ownedcopending German patent application Serial No. 195 04 847 and to thecorresponding U.S. patent(s) and/or U.S. patent application(s).

[0118] It is also within the purview of the invention to provide acommon control unit 7 for the actors 8 and 11 or a discrete control unitfor each of these actors, or a common control unit or discrete controlunits with data and/or signal transmitting connections provided betweensuch control unit(s) and the engine electronics (20) and/or the actor 8and/or the actor 11 and/or the transmission electronics 30.

[0119] The sensor or sensors are or can be designed to furnish to theinput(s) of the control unit 7 signals denoting various operationalparameters (regarding the actual operating point) and/or otherinformation which must be evaluated and/or processed for thetransmission of appropriate signals to the actor 11 and/or 8. In lieu ofconnecting the control unit 7 with the outputs of various discretesensors of a composite monitoring means (which can further include oneor more electronic and/or other circuits), it is possible to connect theinput(s) of the control unit 7 with various data supplying conductors orwith a data bus.

[0120] The control unit 7 is equipped with one or more computers servingto receive, memorize, evaluate and process the incoming information aswell as to permit the addressing and retrieval of the stored processedand/or unprocessed information, e.g., for transmission to the actor 8and/or 11, to the engine electronics 20 and/or to other informationreceiving means.

[0121] The illustrated friction clutch 2 comprises the aforementionedinput element or flywheel (counter-pressure plate) 2 a which is drivenby the engine 1, and the aforementioned output element (clutch disc orclutch plate) 2 c which transmits torque to an input element (e.g., acentral shaft) of the transmission system 3 when the clutch 2 ismaintained in an at least partially engaged condition and the engine 1drives the flywheel 2 a. The flywheel 2 a can be a simple (such asone-piece) flywheel or a composite flywheel employing an engine-drivenprimary flywheel, a secondary flywheel which can transmit torque to theclutch disc 2 c, and one or more dampers, slip clutches or the likebetween the primary and secondary flywheels. Reference may be had, forexample, to commonly owned U.S. Pat. No. 5,374,218 granted Dec. 20, 1994to Reik et al. for “ASSEMBLY FOR COMPENSATION OF FLUCTUATIONS OFTORQUE”.

[0122] The flywheel 2 a of the clutch 2 shown in FIG. 1 carries astandard starter gear 2 b and can transmit torque to a cover or housing2 e which transmits torque to an axially movable pressure plate 2 d. Thelatter is biased by a clutch spring 2 f (such as a diaphragm spring).The actual input elements of the clutch 2 (namely the elements which cancause the clutch spring 2 f and the plates 2 a, 2 d to change thecondition of the clutch between a fully engaged condition, a fullydisengaged condition and a plurality (e.g., an infinite number) ofpartially engaged conditions) comprises an axially movable bearing 10(such bearing can bear upon radially inwardly extending tongues orprongs of the clutch spring 2 f) and an element 9 which (when necessary)receives motion from the actor 11 to act upon the bearing 10 (or topermit the spring 2 f to displace the bearing 10, depending upon whetherthe clutch 2 is to be fully engaged, partly engaged or disengaged). Theclutch disc 2 c has friction linings which are clamped (with or withoutslip) between the plates 2 a, 2 d when the clutch 2 is caused to assumean at least partially engaged condition.

[0123] If the clutch 2 is of the self-adjusting type, the pressure plate2 d and the clutch spring 2 f can be automatically shifted toward thecounterpressure plate 2 a (namely relative to the housing 2 e) throughdistances which are a function of the extent of wear at least upon thefriction linings of the clutch disc 2 c. As disclosed in theaforementioned U.S. Pat. No. 5,409,091, an automatically adjustableclutch further comprises means (e.g., at least one force- and/ordistance-ascertaining sensor) for monitoring the extent of wear at leastupon the friction linings and for thus ensuring that a compensation forwear takes place only when necessary and to an extent which is requiredto account for wear upon the friction linings (but preferably also uponcertain other constituents of the automatically adjustable clutch).

[0124] The actor 11 between the control unit 7 and the input element 9of the clutch 2 can include one or more driving units in the form ofelectric motors, electro-hydraulic prime mover means (which operateswith a pressurized hydraulic fluid) and/or others. For example, thecontrol unit 7 can directly control a master cylinder which, in turn,controls a slave cylinder serving to move the input element 9 and/or thebearing 10 against the opposition of the clutch spring 2 f.Alternatively, the driving unit(s) of the actor 11 can be mechanicallyconnected with the bearing 10 and/or with the input element 9 of thefriction clutch 2.

[0125] The actor 8 can comprise one or more driving units (e.g., one ormore electric motors receiving signals from the control unit 7) and oneor more output elements between the driving unit(s) and the inputelement(s) of the transmission system 3. As will be fully describedhereinafter, the actor 8 can comprise two driving units (see theelectric motors 103, 104 in FIG. 2) one of which initiates an automaticselection of a particular gear of the transmission system 3 and theother of which effects the actual shifting of the transmission system 3into or from a selected gear. The transmission system 3 can constituteany one of a wide variety of transmission systems which can be utilizedin the power train of FIG. 1 to receive torque from the friction clutch2 (namely from the clutch disc 2 c) and to drive the differential 4 in amanner determined by signals from the control unit 7 to the actor 8.

[0126] The driving unit or units of the actor 8 for the transmissionsystem 3 can include or constitute one or more electric motors, such asd-c motors (e.g., brushless d-c generator motors), or a-c motors (suchas asynchronous (induction) motors or switched reluctance motors ortravelling wave motors).

[0127] One of the presently preferred automated transmission systemswhich can be utilized in the power train of FIG. 1 employs an inputelement in the form of a central gear selecting and shifting shaft whichcan select a particular gear by performing an axial movement and whichcan shift into or from a particular gear by carrying out an angularmovement, or vice versa. The driving unit(s) of the actor 8 then servesor serve to initiate the required angular and/or axial movements of thecentral shaft in response to signals from the control unit 7.

[0128] Alternatively, the transmission system 3 can be of the typewherein a first input element (e.g., a rotary and/or axially movableshaft) can receive motion from a first driving unit or from a singledriving unit to select a particular gear, and a second input element(e.g., a rotary and/or axially movable shaft) can receive motion from asecond driving unit or from the aforementioned single driving unit toshift the transmission system into or from a selected gear. Thearrangement can be such that each of the two shafts is mounted toperform an angular movement, one to select a desired gear and the otherto shift into or from the selected gear.

[0129] Still further, a transmission system which is to be used in thepower train of FIG. 1 can employ two axially movable rods one of whichis to be displaced (e.g., by one of two driving units or by a singledriving unit of the actor 8) to select a particular gear, and the otherof which is to be displaced (by the other of two driving units or by thesingle driving unit of the actor 8) to shift into or from a selectedgear.

[0130] The aforementioned shaft(s) and rods of the transmission systems(3) which can be utilized in the power train of FIG. 1 can constituteinternal components of such transmission system, i.e., they can beinstalled in the housing or case of the selected transmission system.Alternatively, such shaft(s) and rods can constitute external(accessible) parts which serve to transmit motion to the internal gearselecting and gear shifting elements of the selected transmissionsystem. The shaft(s) and/or rods then constitute output elements of thedriving unit(s) forming part of the actor 8. The internal gear selectingand/or shifting elements of the selected transmission system (namely theinternal input elements which receive motion from the output element(s)of one or more driving units of the actor 8) can also constitute one ormore axially and/or angularly movable shafts, rods or the like.

[0131] The reference character 12 denotes a signal transmittingconnection between the control unit 7 and the actor 8; such connectioncan transmit signals from the control unit 7 to the actor 8 and/or inthe opposite direction. For example, the conductor 12 can be connectedwith means for addressing signals stored in the memory or memories ofthe control unit 7 and for transmitting such signals to the drivingunit(s) of the actor 8.

[0132] The conductors 13, 14 of FIG. 1 serve to connect (at leasttemporarily) the control unit 7 and/or the engine electronics 20 and/orthe conductor 12 with two or more sensors (not shown). For example, atleast one of the conductors 13, 14 can connect the control unit 7 withthe electronic circuitry of an antiblock system (ABS) and/or with theelectronic circuitry of an antislip system. Additional sensors whichtransmit (or can transmit) signals to the control unit 7 can includemeans for monitoring the condition of the motor vehicle and/or ofcertain specific constituents other than or including those alreadyenumerated hereinbefore. Thus, the control unit 7 can receive signalsdenoting (or permitting the calculation of) the speed of the motorvehicle, the RPM of the engine 1, the RPM of the wheels 6, the positionof the flap (valving element) of the throttle valve, the position of thegas pedal and/or others.

[0133] The conductor 15 of FIG. 1 can serve to connect the control unit7 with a data bus, such as a CAN-bus which can supply system datapertaining to the motor vehicle and/or to specific electronic circuitsof the vehicle. As a rule, the various electronic circuits are connectedto each other by suitable computer units.

[0134] An automated transmission system 3 (i.e., a system which isconnected with a control unit (7) by operating means including actuatingmeans (8) arranged to operate between the element(s) of the drivingunit(s) of the actuating means and one or more input elements of thetransmission system) can be assembled and operated in such a way that itcan be shifted into or from a selected gear in response to an initiativefrom the operator of the motor vehicle. FIG. 1 shows a gear selectingand shifting lever or rod 40 which can be pivoted and/or otherwise movedto any one of several positions denoting a selected gear. Furthermore,the control unit 7 can receive signals denoting an intention by theoperator of the vehicle to shift the transmission system 3 into adifferent gear; e.g., such intention can be recognized by monitoring thedirection and/or the magnitude of the force being applied to thecombined selecting and shifting member 40. Still further, it is possibleto employ an electronic shifting and/or selecting member for thetransmission (to the control unit 7) of signals denoting the gear whichis about to be selected and shifted into or which is intended to beselected by the operator of the motor vehicle.

[0135] Still further, the transmission system 3 can be automated in sucha way that a particular gear is selected in dependency upon variousoperating parameters, i.e., at least the selection of a particular gearcan be fully automatic. For example, a fully automated transmissionsystem can be operated in response to parameters, characteristic curvesor characteristic fields, or on the basis of sensor-supplied signalsduring certain predetermined stages of operation of the motor vehicle,all without any participation by the operator of the motor vehicle.

[0136] The gear selecting/shifting member 40 can be caused to select theneutral gear (N) in which the driving unit(s) of the actor 8 is(are)disconnected from the input element(s) of the transmission system 3. Thecharacter P denotes the parking position of the member 40, i.e., aposition in which the power train is set to block any movements of thevehicle. If desired, the parking position P can be selectedautomatically, e.g., when the ignition key 51 is withdrawn from thekeyhole of the schematically represented ingnition or starting system 50for the engine 1 and the condition of the vehicle allows suchimmobilization. For example, the connection between the member 40 andthe ignition system 50 can be selected in such a way that it isineffective (i.e., the member 40 cannot be moved to the position P) whenthe vehicle is in motion, particularly at an elevated speed.

[0137] The positions of the member 40 which is shown in FIG. 1 includethe aforementioned positions P and N, a position D in which the controlunit 7 can automatically select and shift the transmission system 3 intoor from a particular gear via actor 8, and several additional positionsin which the operator of the vehicle has manually selected a reversegear (R) and any one of several forward gears (e.g., 1 to 5).

[0138]FIG. 1 further shows a gas pedal 23 which cooperates with a sensor24 (e.g., an electronic sensor) connected to the engine electronics 20by a conductor 25 to transmit signals denoting the momentary position(angle or extent of depression) of the pedal 23. Signals from the sensor24 can be processed by the engine electronics 20 to select, for example,the rate of fuel admission to the cylinders of the engine 1, the timingof fuel ignition, the duration of fuel injection periods and/or theposition of the valving element (flap) of the throttle valve. The signaltransmitting connection from the engine electronics 20 to the engine 1comprises conductor means 21.

[0139] The aforementioned conductor 22 connects the engine electronics20 with the ignition system 50 and with the control unit 7. The conduits15, 22 further serve to connect the control unit 7 and the engineelectronics 20 with the control electronics 30 for the transmissionsystem 3.

[0140] The engine electronics 20 can be designed to control the positionof the valving element (flap) of the throttle valve (shown in FIG. 1 butnot referenced) of the engine 1. In such vehicles, the power train canoperate without a direct mechanical connection to the gas pedal 23,i.e., the latter can be actuated electrically; in fact, a directmechanical connection for actuation of the gas pedal might beundesirable.

[0141] The exact construction and mode of operation of the ignition orstarter system 50 and its key 51 form no part of the present invention.

[0142]FIG. 2 is a schematic partly elevational and partly sectional viewof an actor 100 which receives signals from and transmits signals to acontrol unit (such as the control unit 7 of FIG. 1) and is designed toselect the gears and to shift into and from selected gears of anautomated transmission system (such as the transmission system 3 of FIG.1). The transmission system which is operated or actuated by the actor100 of FIG. 2 is of the type having a first input element (e.g., ashaft) which must perform a movement to select a particular gear and asecond input element (e.g., a shaft) which must perform a movement toshift into or from a selected gear.

[0143] A first output shaft 101 of the actor 100 is arranged to transmitmotion to the shifting input element of the transmission system, and asecond output shaft 102 of the actor 100 serves to transmit motion tothe gear selecting input element of the transmission system which isoperated by the actor 100. The arrangement is such that each of theshafts 101, 102 must be caused to perform an angular (rather than axial)movement in order to displace the corresponding input element of thetransmission system. The means for rotating the shaft 101 throughrequired angles includes a driving unit 103 (such as an electric motorreceiving signals from the control unit) and one or more transmissions(hereinafter called gearings to distinguish from the transmissionsystem). The means for rotating the shaft 102 comprises a driving unit104 (e.g., an electric motor) and one or more gearings between the unit104 and the respective input element of the transmission system.

[0144]FIG. 2a shows a gear shifting gate 190 with gear shifting paths ortracks 191 and a gear selecting path or track 192. In order to select aparticular gear of the transmission system embodying the gate 190, amember (such as the lever 40 shown in FIG. 1) must be moved along thepath 192 into register with a selected shifting path 191, and suchmember is thereupon moved from the path 192 into the sleected path 191in order to shift the transmission system into the selected gear. FIG.2a shows a reverse gear R and five forward gears 1 to 5. The reversegear R can be transposed to the position 193 which is indicated by adotted line; the rightmost gate 191 then serves solely to shift from theselecting gate 192 into and from the forward gear No. 5.

[0145] It is clear that the transmission system employing the gate 190of FIG. 2a is but one of numerous transmission systems which can beassociated with the actor 100 of FIG. 2 for use in the improved powertrain such as the power train of FIG. 1. For example, the number offorward gears can be reduced to less than five (e.g., to four) orincreased to more than five (e.g., to six). Furthermore, thedistribution of tracks or paths for the forward gears and the reversegear can depart from that which is shown in FIG. 2a.

[0146] Referring again to FIG. 2, the driving units 103, 104 for therespective input shafts 102, 101 of the transmission system which isoperated by the actor 100 have output shafts 105, 120, respectively. Thedriving units 103, 104 can constitute electric motors, e.g., dc motors,a-c motors, travelling wave motors or others.

[0147] The output shaft 105 of the driving unit 103 is journalled in asuitable bearing 106 and carries or is of one piece with a worm 107which mates with a worm wheel 108 on a shaft 109. The worm wheel 108 iscoaxial with and is affixed to or of one piece with a gear 110 (e.g., aspur gear) which has teeth 110 a meshing with the teeth 112 of a gearsegment 111 a forming part of a lever or arm 111 affixed to and arrangedto turn the shaft 101 to an extent and in a direction determined by thesignals transmitted to the driving unit 103 by the control unit (such asthe control unit 7 in the power train of FIG. 1). It will be seen thatthe motion transmitting connection between the output shaft 105 of thedriving unit 103 and the input element 101 of the transmission systemassociated with the actor 100 includes a composite gearing including abevel gearing 107-108 and a spur gearing 110-111 a.

[0148] The worm gear 108 and the spur gear 110 can be rotatably mountedon the shaft 109. The spur gear 108 can be replaced with a bevel gearand the configuration of teeth (112) on the gear segment 111 a of thelever 111 is then changed accordingly. The non-rotatable connectionbetween the lever 111 and the shaft 101 can be established by providingone of these parts with an annulus of teeth extending into tooth spacesdefined by the other of these parts. It is also possible to make thelever 111 of one piece with the shaft 101 or to provide a welded orother suitable permanent connection between them.

[0149] The composite gearing 107-108, 110-111 a can turn the shaft 101in a clockwise or in a counterclockwise direction if the driving unit103 is reversible. This can cause the shaft 101 to shift thetransmission system into or from a selected gear.

[0150] The output shaft 120 of the driving unit 104 is journalled in asuitable bearing and is rigid and coaxial with a worm 121 mating with aworm wheel 122 which is rotatably mounted on a shaft parallel to theshaft 109. The worm wheel 122 is coaxial and rigid with a spur gear orbevel gear 123 having teeth meshing with the teeth 125 of a gear segment124 a forming part of a lever 124 which is non-rotatably secured to theinput shaft 102 of the transmission system. The shaft 102 can be turnedto select a desired gear of the transmission system which is associatedwith the actor 100 and further comprises the gear shifting outputelement or shaft 101.

[0151] The axis 130 of the output shaft 105 is at least substantiallyparallel to the axis 131 of the output shaft 120. The same applies forthe elongated housings or casings 132, 133 of the respective drivingunits 103, 104. However, it is equally possible to design the actor 100in such a way that the axes 130, 131 make a right angle or an obliqueangle, i.e., an angle other than zero. For example, the axes 130, 131can make an angle of between 30° and 150°, preferably an angle at leastclose to 90°.

[0152] The axes 130, 131 of the output shafts 105, 120 of the drivingunits 103, 104 can but need not be located in a common plane. Forexample, the axes 130, 131 can be located in two separate planes whichare parallel to the plane of FIG. 2, or such axes can be located in twodiscrete planes which make an oblique angle or a right angle. In otherwords, the worm wheels 108, 122 may but need not be coplanar.

[0153] In accordance with a further feature of the invention, at least aportion of the control electronics and/or power electronics can beconfined in the actor 100. However, it is equally possible to provide afirst housing for the actor 100 and a discrete second housing for thecontrol electronics and/or power electronics.

[0154] The housing 140 of the actor 100 can be provided with a flangewhich is secured to the case of the transmission system including theinput shafts 101, 102. Alternatively, the housing 140 can be secured tothe transmission case by a set of screws, bolts or other threaded orunthreaded fasteners.

[0155] The transmission system including the input elements 101, 102 canbe a conventional gearbox with interruption of tensile force or tractionforce. The actor 100 can constitute an add-on assembly which is attachedto the transmission case in lieu of or in addition to a manuallyoperable gear selecting and shifting assembly to thus ensure that thetransmission system can be operated automatically in response to signalsfrom a control unit (such as the control unit 7 of FIG. 1).

[0156] The housing 140 of the actor 100 carries the housings or casings132, 133 of the driving units (electric motors) 103 and 104. Thishousing 140 has suitable openings for the output shafts 105, 120, andthe two composite gearings 107-108, 110-111 a and 121-122, 123-124 a areor can be confined in the housing 140. Still further, the housing 140 isprovided with suitable openings (e.g., in the form of bores, holes orwindows) for portions of the input elements 101, 102 of the transmissionsystem which is associated with the actor 100.

[0157] Alternatively, the actor 100 can be modified or replaced by anactor which is constructed and assembled in such a way that it comprisestwo output elements extending from the actor housing (such as 140) andinto the case of a transmission system to transmit motion to thecorresponding input elements (such as 101, 102) of the transmissionsystem. The connections between such output elements and the respectiveinput elements of the transmission system can constitute or includeform-locking, friction-locking and/or other suitable connections.

[0158] FIGS. 3-3 a, 4-4 a and 5-5 d illustrate various forms of a firstembodiment of an emergency facility which can be put to use in the eventof a malfunctioning or a total breakdown of an automated transmissionsystem (such as 3) and/or an automated torque transmitting system (suchas the friction clutch 2). For example, a malfunctioning can involve aninterruption of the supply of electrical energy to the control unit(such as 7) or a defectiveness of a source (such as a car battery or agenerator) of electrical energy so that the current-consuming elementsof the control unit and/or of the means for transmitting signals to thecontrol unit and/or other current consuming elements can no longerperform their intended functions and the actor or actors are no longercapable of operating the respective automated system or systems. Forexample, the battery of a motor vehicle can become exhausted while thevehicle is parked on a downwardly or upwardly sloping surface in anarrow garage. The corrective undertaking(s) can be carried out manuallyor by power-operated means.

[0159] The following are certain situations which warrant resort toemergency undertakings to enable the affected motor vehicle to moveagain under its own power or by resorting to a towing vehicle. Theemergency undertakings can be performed manually by carrying out certainmeasures which alter the condition of the power train employing adefective or totally disabled automated torque transmitting systemand/or a defective or totally disabled automated transmission system.The undertakings can involve the use of mechanical accessories orimplements which, depending upon the nature and/or severity of thedefect, involve

[0160] (a) changing the condition of the automated torque transmittingsystem (such as a friction clutch) from a fully or partially engaged toa disengaged condition, and/or

[0161] (b) changing the condition of the automated torque transmittingsystem from disengaged to partly or fully engaged condition, and/or

[0162] (c) shifting the automated transmission system out of a gear,and/or

[0163] (d) shifting the automated transmission system into a particulargear.

[0164] In many instances, at least one of the above-enumeratedundertakings (a) to (d) can be carried out in a surprisingly simplemanner, e.g., by the expedient of establishing or terminating amechanical connection in or for an automated transmission system and/oran automated friction clutch, multiple-disc clutch, torque converterwith a lockup clutch or another automated torque transmitting system.

[0165] It can also happen that two actors (such as 8 and 11) or twooperating arrangements each including an actor become defective ortotally disabled at the same time. For example, such situation candevelop in the event of a failure of the electrical system or lack ofadequate electrical energy for the motor vehicle or for the automatedtransmission. A typical example of such undesirable situation is anexhaustion or breakdown of the car battery while the motor vehicle is ata standstill and the transmission system is shifted into parking gear(P). A similar situation can develop as a result of damages imparted toelectric cables by certain animals (e.g., martens) which seek heat underthe hood of a parked motor vehicle and gnaw at the insulating sheaths ofelectric cables. Other emergency situations can develop as a result ofdefectiveness of the control unit (7) and/or as a result ofdefectiveness of the actor(s), e.g., of one or more electric motors(such as 103, 104) of an actor (such as 100).

[0166] Still further, failure of a single sensor or of two or moresensors which transmits or transmit signals to the control unit (or tothe control unit as well as to one or more signal processing ordisplaying or utilizing circuits or the like) can necessitate anemergency undertaking. The same holds true for the failure of a data bus(e.g., a CAN-bus), i.e., such failure or failures can also necessitateresort to one or more emergency undertakings which can result is anelimination of the defect(s), a partial elimination of the defect(s)and/or the establishment of a situation which renders it possible tooperate the motor vehicle in a very narrowly defined manner or, at thevery least, to allow for the advancement of the motor vehicle to aparticular location (such as off a road), to an authorized and/or safeparking area, to a garage in the home of the owner of the affected motorvehicle, or to a repair shop.

[0167] The following are several examples of the failure of varioussignal generating components which might warrant or which necessitateresort to an emergency undertaking in accordance with the instantinvention:

[0168] Failure of a signal denoting the actuation or completion ofactuation of a brake;

[0169] failure of a sensor which is provided to generate signalsdenoting the actuation of an automated transmission system or the gearwhich has been selected by the transmission system; and/or

[0170] failure of a sensor which is designed to generate signalsdenoting the actuation and/or the condition of an automated torquetransmitting system (such as the friction clutch 2 in the power train ofFIG. 1).

[0171] In the event of the failure of means for generating CAN signalsor of the failure of a CAN-bus, the control unit no longer receivessignals indicative of the engine torque, the engine RPM and/or ABSsignals (such as the RPM of the wheels). Under such circumstances, theclutch can be engaged by a time-dependent ramp or function while thetransmission system is in gear. Furthermore, the clutch can bedisengaged as a function of time, for example, in response to theactuation of a brake.

[0172] In the event of a failure of a position sensor which indicatesactuation of the clutch and/or of the transmission system, temporarysupplying of electrical energy to a motor or a temporary actuation of adriving unit can be resorted to for the ascertainment of the positionnormally denoted by the defective sensor by -resorting to a model. Suchmodel takes into consideration typical positions, speeds and/oraccelerations as well as forces which develop in the course of anactuation; this enables the model to ascertain the actual position(normally denoted by signals from the defective position detector orsensor) on the basis of at least some of the thus obtained data. Certainpositions can be calculated or estimated by resorting to switches and/orother types of digital sensors.

[0173] The following are some of the situations which can cause, forexample, failures of one or more actors, such as the actor 8 or 11 orthe actors 8, 11 in the power train of FIG. 1:

[0174] (1) The vehicle comes to a halt, for example, as a result ofdefective battery, while the transmission system is in gear and theclutch is disengaged; the defective battery causes a complete breakdownof the actor(s) so that the vehicle cannot be moved under its own poweror by a towing vehicle.

[0175] (2) The actor (such as 11) for the automated torque transmittingsystem (such as 2) becomes defective while the torque transmittingsystem is engaged but the actor (8) for the transmission system (3) isoperative and the motor vehicle is located on an (upwardly ordownwardly) sloping road surface; this, too, prevents any movements ofthe affected vehicle.

[0176] In accordance with one feature of the invention, the vehicle isequipped with means for manually disengaging the torque transmittingsystem (clutch) by manually influencing the input element(s) such as thebearing 10 and/or the element 9 in the clutch 2 of FIG. 1. Once theclutch is disengaged, the vehicle can be set in motion, for example, bypushing or pulling it to a selected destination. All that is necessaryis to shift the transmission system into neutral gear (N). Manualdisengagement of the clutch can be effected by directly influencing theinput element or elements (9, 10) of the clutch or by moving the outputelement(s) of the actor (11) which is associated with the clutch.

[0177] (3) The actor (11) for the clutch (2) can become defective whilethe clutch is maintained in the disengaged condition. Under suchcircumstances, the motor vehicle can be towed away; however, it cannotbe advanced under its own power. In accordance with the instantinvention, the power train can be provided with means for manuallyengaging the clutch so that the engine of the affected vehicle can beused to advance the vehicle to a selected destination. Such manualengagement can involve an at least partial engagement of the clutch bymeans which influence (displace) the input element or elements (9, 10)of the clutch.

[0178] (4) The actor (8) for the transmission system (3) can becomedefective while the actor (11) for the clutch is operative. The defectof the actor (8) for the transmission system can develop while thetransmission system is in neutral gear or in any other gear, e.g., onlya gear (such as reverse) which is not suitable for the (forward)advancement of the vehicle under its own power. However, the vehicle canbe towed away as soon as the clutch is disengaged. Moreover, and inaccordance with a further feature of the invention, manual influencingof one or more mechanical parts of the transmission system and/or of theactor for the transmission system can shift the transmission system intoa gear (e.g., a forward gear) which renders it possible to start theengine and drive the vehicle (forwardly) to a selected destination.

[0179] If the power train of a motor vehicle comprises an automatedtransmission system which can shift into a selected gear onlyautomatically (by the corresponding actor) or at the initiative of theoperator of the vehicle, partial or total failure of the actor for thetransmission system can entail that the transmission of power by thepower train cannot be interrupted on purpose. Such situation candevelop, for example, when certain parts of the actor for the automatedtransmission system become defective or totally disabled, when at leastone of these parts reacts (functions) in an unexpected (undesirable)manner, and/or when the sensor or sensors which monitor the actor forthe transmission system transmit misleading (inaccurate) signalsconcerning the condition and/or mode of operation of such actor. Asalready mentioned above, the monitoring means of the power train caninclude numerous sensors which monitor the operation of the actor oractors and/or the operation of an automated system and transmit signalsto the control unit (7) or to the control unit as well as to one or moreother signal receiving and/or processing arrangements (such as theengine electronics 20 and/or the transmission electronics 30).

[0180] In order to ensure that a motor vehicle wherein one or moreconstituents of the power train (particularly the actor or actors and/orthe system(s) operated by such actor or actors) become defective, eitherin part or completely, it is now provided that the transmission of powerby the power train be interrupted or rendered possible, depending uponthe nature of the defect. Thus, it is now proposed and made possible toundertake certain emergency measures or steps which render it possibleto set the affected motor vehicle in motion with resort to its own primemover or by utilizing another vehicle (such as a towing truck). Forexample, an emergency undertaking can involve shifting the transmissionsystem into a low (such as first or second) forward gear or into reversegear to thus enable the affected vehicle (with or without assistancefrom a second vehicle) to reach a selected destination, e.g., a repairshop.

[0181]FIGS. 3, 3a, 4 and 4 a illustrate the details of a separable and(at least under certain circumstances) reestablishable or reengageableconnection which is provided between an actor (300) having a sleeve-likeoutput element 302 and an automated transmission system having an inputelement 301 coaxial with the output element 302. The input element 301can constitute a central gear shifting shaft or a rod or any othersuitable part which can effect the selection of a particular gear and/orthe shifting into and from the selected gear.

[0182] The input shaft 301 of the automated transmission system isexactly or at least substantially coaxial with the output element 302 ofthe actor 300. The output element 302 can be moved by the driving unitor by one driving unit (not shown) of the actor 300 to move the inputelement 301 axially or angularly, depending upon the design of theautomated transmission system. The elements 301, 302 can extend from thecase 303 of the transmission system and/or from the housing of the actor300 so that such parts or elements are accessible when needed, namely toafford access to a separable form-locking connection which isconstructed, assembled and installed between the parts 301, 302 in sucha way that it can transmit (to the input element 301) axial as well asangular movements. When the actor 300 and the transmission systemincluding the case 303 operate properly, the parts or elements 301, 302are fixedly secured to each other.

[0183] If the actor 300 becomes defective, the connection between theparts 301, 302 is interrupted so that the transmission system can beshifted into and that it can thereupon remain in a selected gear. Theseparable form-locking connection comprises a locking element in theform of a bolt 304 and a spring-biased retaining member 305 whichnormally cooperates with the bolt 304 to transmit motion between theparts or elements 301, 302. The bolt 304 can be pulled (see FIGS. 5 and5a) to thereby extract the retaining member 305 from its bore or hole306 in the input element 301 (FIG. 5a). The directions of movement ofthe bolt 304 to and from its operative position are indicated by adouble-headed arrow 307.

[0184] By rotating the knurled head 308 of the bolt 304, the latter canbe locked in the separated condition of the connection 304, 305. Thedirection of rotary movement of the bolt 304 to its locked position isindicated by an arrow 309 (FIG. 5c); the input element 301 is thenseparated from the output element 302 and the position of the thusseparated input element 301 can be changed by a manually operableimplement or tool 330 (FIG. 4) or 331 (FIG. 4a) in order to shift thetransmission system including the input element 301 into a selectedgear.

[0185] The elements or parts 301, 302 can be separated from each otherwhen the actor 300 is self-locking as far as the transmission of forceand torque to the transmission system including the case 303 isconcerned. This is advisable and advantageous on several grounds, forexample, to achieve savings in energy and to reduce the generation ofheat during manual adjustment of the transmission system as well as toensure that, under certain circumstances, the transmission system doesnot shift into a different gear except when so desired or initiated bythe person or persons in charge.

[0186] As can be seen in FIG. 5, the bolt 304 has profiled portions orflanks 320. When the head 308 of the bolt 304 is held in the position ofFIG. 5, the flanks 320 are received in complementary sockets or recesses321 of the retaining member 305 so that the latter is held in the bore306 and the elements 301, 302 are properly connected to each other. Atleast one energy storing element 323 (e.g., a coil spring shown in FIGS.5 and 5a) is provided to bias the retaining member 305 into the bore306.

[0187] If the head 308 of the bolt 304 is turned (see FIG. 5a), theflanges 320 no longer extend into the groove or grooves 321 so that theretaining member 305 cannot enter the bore 306 and the connectionbetween the elements or parts 301, 302 is interrupted. Reference mayalso be had to FIGS. 5b, 5 c and 5 d. As already mentioned above, and asshown in FIGS. 4 and 4a, the input element 301 is then engageable by animplement 330 or 331 for the purpose of changing its angular positionwith the result that the transmission system including the case 303 ismanually shifted into a selected gear. As can be seen in FIG. 3a, theinput element 301 is provided with a radially extending arm 340projecting into a recess of a reciprocable rail 341 in the transmissioncase 303. The rail 341 can shift the transmission system into a selectedgear in response to turning of the input element 301 by the implement330 or 331 or by another suitable (manually operated or motorized)implement.

[0188] The rail 341 may but need not directly shift the transmissionsystem into a selected gear. For example, the case 303 can contain asleeve or muff (not shown) which receives motion from the rail 341 andserves as a means for actually shifting the transmission system into orfrom a selected gear. The motion transmitting connection between therail 341 and the just discussed sleeve or muff can constitute aform-locking, a frictional and/or any other suitable connection.

[0189] At least one of the implements 330, 331 can constitute a toolwhich is normally kept in the trunk or elsewhere in a motor vehicle,such as a passenger car, a van or a truck. For example, the implement330 can constitute a tool which is used to exchange a wheel having aflat tire with an operative wheel. Alternatively, one of the implements330, 331 can constitute a tool which is used to mount or remove a sparkplug.

[0190]FIG. 4 shows a profiled (e.g., hexagonal) head 332 which isprovided on or is connectable with the input element 301 and can bereceived in a complementary socket of the implement 330.

[0191]FIG. 4a shows that the accessible end of the input element 301 canbe provided with a diametrically extending slot 333 for a complementaryprojection or blade of the respective implement 331.

[0192] Many other types of form-locking or other separable connectionsbetween the input element 301 and a manually operable or a motor-drivenimplement (corresponding to the implement 330 or 331) can be utilizedwith equal or similar advantage.

[0193] By way of example, the input element 301 can be moved to anangular position in which the automated transmission system includingthe parts 301, 303 is in neutral gear. This ensures that thetransmission system (in neutral gear) cannot transmit any forces, i.e.,that the power train embodying such transmission system cannot transmitany power.

[0194] However, it is equally possible to cause the implement 330 or 331or another suitable implement to shift the transmission system into agear other than neutral, e.g., into the first or second forward gear (ofa total of, for example, four, five or six forward gears). This rendersit possible to set the vehicle in motion even if the transmission systemcannot be shifted into any other gear (except by again resorting to animplement of the type shown in FIG. 4 or 4 a or an analogous implement)as long as the clutch is at least partially engaged. For example, themotor vehicle can be started and brought to a halt by starting orarresting the prime mover. Thus, if the clutch operates satisfactorilybut the transmission system must be shifted into a desired gear in amanner as described, for example, with reference to FIG. 4 or 4 a, themotor vehicle can reach a selected destination under its own power.

[0195]FIG. 5b shows that, if desired, the input element 301 of theautomated transmission system and the output element 302 of the actor300 can be separably coupled to each other by the aforementionedconnection 304, 305 and/or by a second connection including a sphericalmember 351 which is installed in a sleeve-like housing 353 mounted in oron the output element 302 and containing a resilient element (e.g., acoil spring) 352 which biases the spherical member 351 into a socket ofthe input element 301, such as the adjacent end of the diametricallyextending bore 306 for the retaining member 305. A pushbutton 350 isthreaded into the tapped bore or hole of the sleeve-like housing 353 tostress the energy storing element 352 in order to establish a motiontransmitting connection between the elements or parts 301, 302. If thisconnection is to be rendered inoperative, the pushbuttom 350 is removedor retracted, the energy storing element 352 is permitted to dissipateenergy, and the spherical member 351 permits rotation of the elements orparts 301, 302 relative to each other, for example, by resorting to anyavailable tool which can engage the sleeve-like housing 353 to turn theinput element 301 relative to the output element 302 until thetransmission system including the input element 301 is shifted into aselected gear.

[0196] The connection including the spherical member 351 can be designedto permit shifting of the transmission system into a selected gearwithout changing the axial position of the pushbutton 350. All that isnecessary is to engage the sleeve-like housing 353 in order to apply tothe input element 301 a torque which suffices to expel the sphericalelement 351 from the adjacent end of the bore 306 so that the inputelement 301 can turn relative to the element 302. The resistance whichthe detent including the sphere 351 offers to rotation of the inputelement 301 relative to the output element 302 depends on the selectedbias of the energy storing element 352.

[0197] The structure including the parts 350 to 353 of FIG. 5b canperform the additional function (or the sole function) of ensuring thatthe connection 304, 305 holds the elements or parts 301, 302 againstundesired or untimely angular ovements relative to each other withoutany or without any appreciable play. Such connection without any play isdesirable and advantageous because it guarantees the accuracy of signalsgenerated by one or more sensors which monitor the position(s) of one ormore component parts of the actor 300 and/or of the automatedtransmission system including the case 303 and the input element 301.Signals generated by the just discussed sensor or sensors are trulyrepresentative of the positions and/or other conditions and/orparameters of the monitored parts.

[0198] The sphere 351 can be replaced with a cone or another suitabledetent which connects the elements or parts 301, 302 to each other witha force which is a function of the bias of the energy storing element352 and/or another suitable spring, and which permits (when necessary)the input element 301 to turn relative to the output element 302 inorder to shift the transmission system including the case 303 into aselected gear, either manually or by resorting to a suitablepower-operated tool.

[0199] Of course, if an actor is arranged to transmit motion to severalinput elements of an automated transmission system or an automatedtorque transmitting system (reference may be had again to the inputshafts 101, 102 of the automated transmission system which is operatedby the actor 100 of FIG. 2), each such input element can be separablycoupled to the respective output element of the associated actor by atleast one connection, e.g., by two connections of the type shown in FIG.5b.

[0200] It is further possible to separably couple the input element ofan automated transmission system or an automated torque transmittingsystem with an output element of an actor by one or more removablebolts, screws or other suitable threaded fasteners, by a sliding bolt,by a catch or by any other suitable mechanical part which permits rapidseparation of normally coupled input and output elements in the event ofan emergency such as a malfunctioning or a total breakdown of an actor,a transmission system or a torque transmitting system.

[0201] Referring to FIG. 5e, there is shown a further separableconnection between an output element 302 of an actor and an inputelement 301 of an automated system, e.g., a transmission system. Theelements or parts 301, 302 are provided with axially parallel surfaceswhich are (but need not be) flat or substantially flat, which abut eachother and which are normally held against movement relative to eachother by one or more coupling elements, e.g., by a diametricallyextending (preferably spring-biased) bolt or stud or screw 305 having anextraction-facilitating head 361 and being held against unintentionalseparaton from the elements or parts 301, 302 by a cotter pin 360,another pin or any other suitable locking or retaining part.

[0202]FIGS. 6a and 6 b show a preferably separable connection between anautomated friction clutch 401 and an actor 411 in a power train 400. Theclutch 401 can be of the type shown in FIG. 1; FIG. 6a merely shows adiaphragm spring 402, a disengaging bearing 404 which can act upon theradially inner end portions or tips of the radially inwardly extendingprongs of the diaphragm spring 402, and a pivotable input member(disengaging fork) 405 on a shaft 406 journalled in axially spaced-apartbearings 407 a, 407 b. The improved connection can establish amechanical or hydromechanical or partly mechanical and partly pneumaticlink between a pivotable output element 412 of the actor 411 and theshaft 406 for the fork 405, and such conection includes an elongated rodor bar 410 connecting the output element 412 of the actor 411 with alever 408 at one end of the shaft 406, e.g., in a manner shown in FIG.6b, namely by an elongated externally threaded bolt 415 mating with anut 416 which is releasably secured in a selected axial position by alock nut 417. The lever 408 and the bolt 415 can pivot relative to eachother.

[0203] By selecting the effective length of the bolt 415 (i.e., of therod or bar 410), the manufacturer of the motor vehicle embodying thepower train 400 can ensure that, when the actor 411 is defective or idle(i.e., when the output element 412 of this actor is held in apredetermined position), the connection 410, 415, 416, 417, 408, 406automatically maintains the clutch 401 in a desired (disengaged, partlyengaged or fully engaged) condition. Such condition can be changed bythe simple expedient of manpulating the nuts 616, 417, i.e., by changingthe distance between the output element 412 of the actor 411 and thelever 408 on the shaft 406.

[0204] The rigid rod or bar 410 can be replaced with a Bowden wire, withone or more cables, with a fluid-operated device (e.g., a single-actingor double-acting hydraulic or pneumatic cylinder and piston unit) orwith any other suitable motion transmitting arrangement, preferably acomponent which permits an adjustment of the connection, i.e., aselection of that condition of the clutch 401 which corresponds to apredetermined position of the output element 412 of the actor 411. Theconnection can be designed to push or pull the lever 408 in response tomovements of the output element 412 relative to the housing of the actor411.

[0205] The clutch 401 need not be of the type shown in FIGS. 1 and 6a;for example, the clutch can be designed to interrupt or not to interruptthe transmission of torque while its condition is being changed.

[0206] The reference character 403 denotes in FIG. 6a the input elementof a transmission system (e.g., an automated transmission systemcorresponding to the system 3 of FIG. 1) which receives torque from theclutch disc (not shown) of the clutch 401.

[0207] The nature of the adjustable coupling (415, 416, 417) between themember 410 and the lever 408 is preferably selected in such a way thatthis coupling enables the person or persons in charge to select anydesired condition of the clutch 401 for any desired position of theoutput element 412 relative to the housing of the actor 411.

[0208]FIGS. 7a and 7 b illustrate a portion of a power train 400 with aseparable and adjustable connection provided between the mobile outputelement 412 of an actor 411 and a fork-shaped input element 405 of anautomated friction clutch 401. The connection of FIGS. 7a and 7 bconstitutes a modification of the structure which is shown in FIGS. 6aand 6 b. The input shaft of a manually or automatically shiftabletransmission system is shown at 403. All such parts of the power train400 of FIGS. 7a, 7 b which are identical with or clearly analogous tothe corresponding parts of the power train of FIGS. 6a and 6 b aredenoted by similar reference characters.

[0209] One end portion of the rockable shaft 406 for the fork-shapedinput element 405 is connected with a lever 408 which is non-adjustablycoupled to the rod 410. The latter can be replaced by a Bowden wire, byone or more cables or by a fluid-operated assembly and can be designedto push or pull the lever 408 to a position corresponding to that of theoutput element 412 of the actor 411.

[0210] The lever 408 carries an adjusting element 450 here shown as ascrew or bolt which can abut a stop 451 provided on a stationary part452, e.g., the case of the transmission including the input element 403.The clutch 401 is disengaged (i.e., it cannot transmit torque from theprime mover of the power train 400 to the input element 403) when theadjusting element 450 abuts the stop 451. If the actor 411 is out ofcommission, the clutch 401 can be disengaged in response to axialmovement of the adjusting element 450 or in response to turning of theshaft 406 for the fork-shaped disengaging element 405 by means of asuitable implement, not shown in FIGS. 7a and 7 b. For example, theimplement can constitute or resemble a crank and can be a component partof equipment which is normally stored in the trunk of a motor vehicle.Such implement can be designed to engage the fork-shaped element 405 orthe lever 408 in lieu of directly engaging the shaft 406. Furthermore,the implement can be a battery-operated (i.e., motorized) tool or a toolwhich can be plugged into a standard outlet.

[0211] The stop 451 need not necessarily be provided on the case 452 ofthe transmission system; for example, such stop can be provided on or itcan form part of a bracket or another suitable support for the actor411.

[0212] The connection between the output element 412 of the actor 411and the fork-shaped input element 405 of the clutch 401 can be designedin such a way that, when the clutch is fully disengaged, the rod 410 (orits equivalent, such as a cable) can be detached from the output element412 and/or from the lever 408 to thus permit an adjustment of the clutch401 (e.g., to a partly engaged condition) independently of the actor411. As shown in FIG. 7b, separation of the rod 410 from the lever 408can be carried out by removing or by deactivating the coupling includingthe bolt 415 and the nuts 416, 417. Such disengagement of the rod 410from the lever 408 renders it possible to change the condition of theclutch 401 in the inoperative condition (i.e., in the event of failure)of the actor 411.

[0213] In accordance with a modification, the adjusting element 450 oran equivalent thereof can be provided between the part 410 and theoutput element 412 of the actor 411. Thus, the exact location of theadjusting element is not crucial, as long as the adjusting element canbe set to locate the input element 405 in a position corresponding tothe selected (such as disengaged) condition of the automated clutch oranother torque transmitting system. Thus, the adjusting element can bemounted in an actor for one of the automated systems, on the actor for asingle automated system, on an automated or manually operable system, orin a connection between an actor and the associated automated system orsystems.

[0214] It is further possible to fully automatize the operation of asystem which receives motion from an actor. Moreover, and referringagain to the actor 100 of FIG. 2, gearings (such as the worm gearing107-108) can be utilized to change the direction of transmission ofmotion from the output shaft (such as 105 in FIG. 2) of a driving unit(13) to the input element (such as 101) of an automated system (e.g., atransmission system) which is operated by the actor. In FIG. 2, the axisof the input element 101 is normal or substantially normal to the axis(103) of the output shaft 105 of the actor 100.

[0215] Furthermore, it is possible to employ one or more gearings (suchas 107-108 and 110-111 a) which are designed to permit rotation of theinput element (such as 101) of an automated system with the exertion ofa small or extremely small force. This will be described in greaterdetail with reference to FIG. 11. In the case of an automatedtransmission system, such expedient can be resorted to for the selectionof as well as for shifting into or from a particular gear.

[0216] If an actor (such as a substitute for the actor 100) is providedonly with a single driving unit (such as the electric motor 103) and onemore gearings (such as 107-108, 110-111 a) designed to shift anautomated transmission system into a given gear, it is not possible tomanually select and/or shift into a particular gear. However, it ispossible to shift such automated transmission system from a particulargear into a neutral gear. On the other hand, if the actor (such as 100)is further provided with a second driving unit (such as the electricmotor 104) and with one or more additional gearings (such as 121-122 and123-124 a) for automatic selection of any desired gear, it is possibleto manually shift into a selected gear, e.g., in a manner as alreadydescribed with reference to FIGS. 3 to 5 d, i.e., by transmitting motiondirectly to the input element (301) of an automated system.

[0217] All that is necessary is to disengage the input element (301)from the output element (302) of the actor (300) and to thereuponmanipulate the input element 301 in order to select a particular gearfor an automated transmission system or a particular condition for anautomated clutch or another torque transmitting system. Suchmanipulation can be carried out by a manually operated implement (suchas 330 or 331) or by a poweroperated (e.g., battery-operated) device(not shown). The connection (such as 304, 305) must be accessible andreadily separable in order to enable the input element (301) to moveindependently of the output element (302), i.e., independently of anactor (300) with which it is normally connected and which normallyinitiates a change in gear or condition. It is then immaterial whetheror not the normal connection (such as 107-108, 110-111 a) between theoutput element (103) and the input element (101) is or is not of theself-locking type.

[0218] Upon separation from the associated output element (such as 105or 302), the thus freed input element (such as 101 or 301) can be movedby a manually operated implement (such as 330 or 331), by apower-operated implement (e.g., a motor for the implement 330 or 331),or by utilizing suitable energy storing means which is caused todissipate energy in order to move an implement (such as 330 or 331) orto directly move the released input element (such as 101 or 301). Onemode of utilizing energy storing means will be described with referenceto FIG. 17a. Of course, a separation of an input element of an automatedsystem from an output element of a driving unit in an actor will takeplace, or should take place, only in the event of an emergency, e.g.,when the power train happens to be out of commission at a location whichis not suitable or desirable for the affected motor vehicle and/or itsoccupant(s), i.e., when it is desirable to cause the affected vehicle toleave such location under its own power or by being moved by another(e.g., a towing) vehicle.

[0219] If a power train employs a control unit (such as 7), an actor(such as 8), and an automated transmission system (such as 3), theincorporation of a separable connection between the output element ofthe actor and the input element of the automated transmission systembrings about numerous important advantages including the following:

[0220] It is possible to lock the vehicle with the transmission systemin parking gear.

[0221] The input element of the transmission system can be separatedfrom the output element of the actor in order to permit a towing of theaffected motor vehicle to a selected location (the separation can beshort-lasting or the connection can be reestablished (e.g.,automatically) after the elapse of a given interval of time).

[0222] The input and output elements can be separated from each other inorder to enable the motor vehicle to advance to a selected locationunder its own power.

[0223] The transmission system can be shifted into a selected gearduring (temporary or continued) separation of the input and outputelements from each other in order to enable the motor vehicle to betowed or to advance under its own power to a selected location.

[0224] The above enumerated modes of operating an affected motor vehiclecan be achieved in a number of ways including resorting to a specialactor of the type to be described with reference to FIG. 14. Thesolution can involve gaining access (directly or indirectly) to theinput element or another component part of a driving unit in an actor.Alternatively, one can gain direct or indirect access to the inputelement of an automated system, e.g., to the central gear shifting shaftor rod of an automated transmission system; this might be df advantageregardless of whether the novel connection between the output element ofan actor and the input element of an automated system comprises one ormore self-locking or no-self-locking devices such as bevel gearingsand/or other types of gearings. Reference may be had again to FIGS. 3 to5 e.

[0225] Of course, it is equally advantageous to gain direct or indirectaccess to the input element of an automated torque transmitting system,such as a friction clutch, regardless of whether or not the normalconnection between an output element of an actor and an input element ofthe automated clutch comprises one or more devices or mechanisms (suchas gearings) which may but need not be self-locking. Upon disconnectionfrom the actor, the condition of an automated clutch or another torquetransmitting system can be changed (e.g., the clutch can be caused toassume a disengaged condition) in any suitable manner includingmanually, with a power-operated implement and/or by resorting to one ormore energy storing elements (reference may be had to FIGS. 7a and 7 b).The just discussed manipulations can be carried out regardless ofwhether the automated clutch is a push-type clutch (the clutch 401 ofFIGS. 7a, 7 b is assumed to be a push-type clutch), or a pull-typeclutch. In push-type clutches, the diaphragm spring or another clutchspring normally maintains the clutch in the engaged condition in that itcauses the pressure plate to bear upon the adjacent set of frictionlinings of the clutch disc so that the other set of friction linings isurged against and receives torque from the engine-driven counterpressureplate (e.g., a flywheel corresponding to the flywheel 2 a in the clutch2 of FIG. 1). It is also possible to employ a push- or pull-type clutchwhich embodies one or more energy storing elements serving to normallymaintain the clutch in a partly engaged condition.

[0226] Referring to FIG. 8, there is shown a portion of a power train500 which includes an actor 501 for an automated transmission system.The actor 501 comprises two driving units 502, 503 (such as electricmotors). The driving unit 503 can serve to transmit motion to a firstinput element which selects a desired gear of the transmission system,and the driving unit 502 can transmit motion to a second input elementwhich shifts the transmission system into or from a selected gear.

[0227] The driving units 502, 503 can also include or constitutefluid-operated motors.

[0228] The automated transmission system which has input elementsreceiving motion from the output elements of the driving units 502, 503can but need not be constructed in a manner as shown in FIG. 2a. Forexample; the driving unit 502 can shift the transmission system into anyone of several gears (note the paths 191 in FIG. 2a), and the drivingunit 503 can move a selecting member (such as the member 40 shown inFIG. 1) along the path 192 of FIG. 2a into register with a selected path191. By way of example, the driving unit 502 can be utilized to shiftthe member 40 along the left-hand path 191 from the forward speed gearNo. 1 or 2 into neutral (path 192), and the driving unit 503 then takesover to shift the member 40 along the path 192 into register with thepath 191 leading to shifting (by 502) into reverse gear R. When thetransmission system is in neutral gear, the member 40 is located in thepath 192 of FIG. 2a.

[0229] The actor 501 can be replaced with an actor having a singledriving unit 502 or 503, and such single driving unit can serve totransmit motion for the selection of gears as well as for shifting intoor from selected gears. Such driving unit can include, or can transmitmotion to, a single gearing or to a composite gearing which initiatesgear selecting and gear shifting operations. A transmission system whichis actuated by such actor with a single driving unit can employ astandard gear shifting and selecting drum or roller.

[0230] Reference may also be had to the assignee's PCT/DE patentapplication Serial No. 96/01292 and to the corresponding U.S. patent(s)and/or patent application(s).

[0231] The driving unit 502 of the actor 501 includes an otput shaft 504which extends from the housing 505 of the actor and is journalled atleast in a bearing (location indicated by the character 506) within suchhousing. The exposed or accessible end portion 507 of the output shaft504 is profiled (e.g., it can have a hexagonal outline), and suchprofiled end portion 507 can be form-lockingly (non-rotatably) engagedby a crank or a wrench or by any other suitable and available tool orimplement which can be manipulated by hand or by an auxiliary motor tochange the angular position of the shaft 504. For example, such changecan be carried out in order to shift the automated transmission systeminto neutral gear, into a forward gear or into reverse.

[0232]FIGS. 8 and 8a further show a pointer, hand, index or finger 510which is operatively connected with a mobile element of the actor 501 orwith any other relevant mobile element (e.g., of a gearing receivingmotion from the actor 501) to indicate the momentarily selected oractive gear of the automated transmission system which is controlled bythe actor 501. An analogous index or pointer can receive motion from acomponent part of an actor (such as 11 in FIG. 1) for an automatedtorque transmitting system (such as the friction clutch 2 of FIG. 1) toindicate the momentary (engaged, partly engaged or disengaged) conditionof such torque transmitting system.

[0233]FIG. 8a shows a portion of an automated transmission 512 having aninput element (e.g., a shaft) 511 which receives motion from the outputshaft 504 by way of a form-locking or another suitable connection 514.The connection 514 can comprise a male detent on the output shaft 504and a complementary female detent on the input element 511 or viceversa. The pointer or index 510 can receive motion directly from theshaft 504, directly from the input element 511, or from the form-lockingconnection 514, as long as it can indicate the selected gear of thetransmission 512, i.e., the actual angular position of the input element511.

[0234] A sealing element 520 (such an an O-ring) is provided to seal aninternal chamber or space 521 of the housing 505 from the surroundingatmosphere; this prevents impurities from penetrating into the housing505 and/or the escape of lubricant from such housing. The element 520seals the annular gap which is provided for the stem of the pointer orindex 510 in the region of the form-locking connection 514.

[0235]FIG. 8 further shows a scale 525 which is provided at the exteriorof the housing 505 adjacent the pointer or index 510 to facilitate rapidvisual determination of the selected gear of the transmission system512. It is clear that the rotary index or pointer 510 can be replacedwith a reciprocable or otherwise movable pointer which can be caused tomove relative to a suitably lettered, numbered and/or otherwisegraduated or calibrated scale to indicate the selected or active gear ofthe transmission system 512.

[0236]FIGS. 8 and 8a illustrate but one of a host of means for audiblyand/or visually and/or otherwise indicating the momentarily selectedgear of an automated transmission system. For example, the index orpointer 510 can be mounted directly on the output shaft 504 of thedriving unit 502. Alternatively, and if the actor for an automatedtransmission system employs a single output element which is set up toperform angular movements (e.g., to shift into or from selected gears)as well as axial movements (e.g., to select a particular gear), the(articulate) connection between the index or pointer and the singleoutput element can be such that the output element can move axiallyrelative to the index or pointer but the latter shares all angularmovements of the output element; this can be achieved by mounting thehub of the index or pointer on an axially splined portion of the singleoutput element.

[0237] Still further, it is possible to rigidly secure the index orpointer to an axially and angularly movable output element of an actorexternally of the housing of such actor so that the axial position ofthe index or pointer denotes the nature of the gear selecting operationand that the angular position of the same index or pointer indicates theselected gear. It is then advisable to employ a suitable bellows betweenthe axially and angularly movable index or output element on the onehand, and the housing of the actor on the other hand to thus prevententry of impurities into and the escape of lubricant from such housing.

[0238] An index or pointer can be provided on the output element(s) ofeach actor or a single actor and/or on the input element or elements ofeach automated system or a single automated system. Such pointer orpointers can visually represent (demonstrate) the condition of anautomated torque transmitting system, the selection of a particular gearin an automated transmission system and/or the actually selected gear.The output element or elements of the actor or actors can be set up toperform angular and/or other movements (such as axial or reciprocatorymovements).

[0239] As already mentioned above, the locus where an index or pointeror an input or output element which transmits motion to the index orpointer extends from the housing of an actor, from the housing of anautomated torque transmitting system or from the case of an automatedtransmission system is preferably sealed by an O-ring (such as thesealing element 520 shown in FIG. 8 or the sealing element 543 shown inFIG. 8c), by bellows or in any other suitable way. However, and since along-lasting leakproof seal is likely to cause frictional losses (e.g.,due to pronounced frictional engagement with an axially movable and/orrotary shaft), such seals can be omitted if an actor and/or an automatedsystem is provided with a suitable coupling which is normally idle butcan be activated when necessary to point out the condition of anautomated clutch or the selected gear of an automated transmissionsystem when the need arises, e.g., when an actor and/or the clutchand/or the transmission system becomes defective or is out ofcommission.

[0240] If the actor for an automated transmission system is not aself-locking actor, the transmission system is preferably designed toafford direct access to its input element or elements for the purpose ofmanually or motorically shifting such transmission system into a desiredgear in the event of failure of one or more actors or one or bothautomated systems.

[0241] If the actor for an automated transmission system is not of theself-locking type or if the self-locking action of such actor is notvery pronounced, so that the application of a reasonable force to anoutput element of such actor can suffice to move the electric motor oranother driving unit of the actor, an output element of the actor can bemounted in such a way that it extends from the actor housing or can bereached in such housing by a suitable implement in order to change theposition of the output element and hence the position(s) of theassociated input element(s) of the automated transmission system untilthe transmission system is shifted into a desired gear. Alternatively,the input element(s) of the transmission system can extend from thetransmission case to allow for a shifting into a selected gear eventhough any movement of the input element(s) of the transmission systemis possible only in response to the exertion of a force which isrequired to change the angular position(s) of the corresponding outputelement(s) provided that such force need not be very pronounced which isthe case if the driving unit or units of the actor are not of theself-locking type or the self-locking action is not very pronounced.

[0242] It will be seen that a manually or motorically induced shiftingof an automated transmission system into a desired gear can be carriedout even in the absence of a separable connection between an outputelement of an actor and an input element of the associated automatedtransmission system or torque transmitting system. Such modificationscan also employ one or more pointers or indices and scales to thusfacilitate the shifting of a transmission system into a selected gear inthe event of malfunction or to facilitate a changing of the condition ofan automated clutch in the event of a malfunction. Still further, theaccessible input and/or output element(s) can be provided withdetachable or permanently installed extensions which facilitate theapplication of a manually operable or power-operated implement in theevent of a malfunction or a total breakdown of one or more actors and/orautomated system or systems.

[0243]FIG. 8b shows an actor 501 forming part of a power train 500 andincluding a housing 505 which carries two driving units 502, 503 androtatably mounts an actuating or motion transmitting element 540 havinga profiled peripheral surface 541 (see FIG. 8c) which can constitute ahexagonal surface. FIG. 8c further shows a friction bearing 542 (whichcan be replaced with a ball bearing, a needle bearing or any othersuitable antifriction bearing). The aforementioned O-ring 543establishes a seal between the element 540 and the adjacent portion ofthe housing 505.

[0244] The element 540 and the input (gear selecting and gear shifting)element 511 of an automated transmission system 512 are two discreteparts which are coupled to each other by a tolerance compensating joint544. This joint ensures that the input element 511 can rotate and moveaxially relative to and in the friction bearing 542 but that the element540 shares all angular movements of the element 511. The profiledportion 541 can be engaged by a manually or power-operated implement toturn the input element 511 as well as the index or pointer 510 and tothus indicate the angular position of the element 511, i.e., theselected gear, and this is pointed out by the index 510 which is movablerelative to a suitably graduated or calibrated scale 525 at the outerside of the housing 505 of the actor 501.

[0245] The structure of FIGS. 8b and 8 c can be modified by making theelement 540 of one piece with the element 511. The element 540 thenshares the angular movements (double-headed arrow 550 in FIG. 8c) whichare needed to shift the transmission 512 into or from a selected gear aswell as the axial movements (arrow 551) which are performed by the inputelement 511 to select a particular gear.

[0246] As already mentioned hereinbefore in connection with thedescription of FIGS. 8 and 8a, it is possible to make a central gearselecting and shifting element (e.g., a shaft) longer so that it extendsfrom the housing 505 of the actor 501 and its exposed end portion isthen provided with a profile (see the profile 507 in FIG. 8) which canbe engaged and the combined gear selecting and shifting element moved ina desired direction. Thus, one can move the output element of an actorin order to thereby influence the condition of an automated clutch orselect a gear in an automated transmission system. Adequate sealing ofthe housing of such actor is optional but desirable. Moreover, the justdescribed and other previously described expedients can be resorted toin power trains wherein the actor or actors comprise one or more drivingunits which may but need not always constitute or include electricmotors, i.e., changes in angular and/or axial positions of various inputand/or output elements (with or independently of each other) by manuallyor power-operated means can be effected in all or nearly all types ofactors and/or the associated automated systems.

[0247] Referring now to FIG. 12, there is shown an embodiment whichrenders it possible to mechanically shift an automated transmissionsystem out of a particular gear from a remote location, e.g., by theoperator of the motor vehicle while the operator continues to occupy thedriver's seat. The actor 560 has two driving units 561, 562 one of whichserves to transmit motion to a gear shifting shaft 563 of an automatedtransmission system. The shaft 563 is rigidly connected with a lever 564which is accessible at the exterior of the housing of the actor 560 andcan be pivoted from the solid-line (central) position 566 to theright-hand position 567 or to the left-hand position 568 (both indicatedby broken lines), as viewed in FIG. 12. The means for moving the shaft563 between the three positions includes a Bowden wire 565 and apivotable actuating member or lever 569 (corresponding to the member 40shown in FIG. 1) which can be manipulated by and is within reach for theoperator of the motor vehicle. For example, the member 569 can beaccessible at the dashboard of a motor vehicle, and this member isoperatively connected with one end portion 572 of the cable in thesheath of the Bowden wire 565. The lever 569 is pivotable between afirst end position 570 (shown by solid lines) and a second end position571 (indicated by broken lines).

[0248] If the lever 564 is acted upon by a force having or exceeding acertain magnitude, it is maintained in the solid-line position 566 ofFIG. 12; such position of the lever 564 can correspond to an angularposition of the input element 563 in which the transmission systemincluding the input element 563 is in neutral gear. The lever 563 can beforced to such central or neutral (solid-line) position 566 irrespectiveof whether it was previously maintained in the position 567 (e.g., inthe first, third or fifth forward gear) or in the position 568 (e.g., inone of the second and fourth forward gears or in the reverse gear R, seealso FIG. 2a).

[0249] Instead of being accessible at the dashboard, the lever 569 canbe mounted under the hood of a motor vehicle, e.g., on the engine blockor on the chassis. It is also possible to locate the lever 569 in thetrunk or in the passenger compartment(s) of the motor vehicle.

[0250] The operation of the structure which is shown in FIG. 12 is asfollows:

[0251] If the transmission system is in neutral gear (i.e., if the lever564 occupies the central position 566) and no intervention (as a resultof a malfunction or a total breakdown) is necessary, the lever 569 isheld in the solid-line position 570. To this end, the lever 569 can benormally (releasably) locked in the position 570 by a suitable detent oris permanently (but yieldably) biased to the position 570 by one or moresprings or other suitable energy storing elements. The end portion 572of the cable in the sheath of the Bowden wire 565 is or can bedisengaged from the lever 569 (in the position 570).

[0252] If the actor 560 has shifted the transmission system includingthe input element 563 into a gear other than neutral, the lever 564 ispivoted to the position 567 or 568 and the slack between the end portion572 of the cable of the Bowden wire 565 and the lever 569 (still in theposition 570) is reduced. Nevertheless, the Bowden wire is not actuated,i.e., it does not oppose a pivoting of the lever 564 from the position566 to the position 567 or 568.

[0253] If (e.g., in response to the detection of a malfunction) thelever 564 is to be returned from the position 567 or 568 to the position566 (to thus shift the transmission system into neutral gear), theoperator of the vehicle or another person pivots the lever 569 from theposition 570 to the position 571 whereby the lever 569 acts upon the endportion 572 of the cable of and causes the Bowden wire 565 to shift thetransmission system (including the input element 563) into neutral gearby causing the lever 564 to leave the position 567 or 568 and to assumethe position 566.

[0254] It will be seen that the structure which is shown in FIG. 12 canshift the automated transmission system into neutral gear from any ofthe other gears, i.e., regardless of whether the lever 564 waspreviously held in the position 567 or 568.

[0255] In addition to performing the aforedescribed function of shiftingthe automated transmission system into neutral gear in the event of anemergency, the lever 564 can be designed to perform the functions of themanually operable gear selecting and shifting member 40 in the powertrain of FIG. 1. This modification exhibits the advantage that the motorvehicle need not be provided with a separate member (569) which isactuated only in the event of an emergency as the sole means forshifting an automated transmission system into neutral gear (by way ofthe corresponding actor 560). The embodiment of FIG. 12 exhibits theadvantage that the Bowden wire 565 renders it possible to install theactor 560 at a location which is not readily accessible and/or at anydesired practical distance from the driver's seat.

[0256] In accordance with a further embodiment of the present invention,the element which is to be manipulated by hand or is to be engaged by amanually manipulatable implement can be acted upon by one or more energystoring elements in such a way that one can establish a nonpermanentforce-locking or form-locking connection with the part to be shiftedand/or otherwise moved, e.g., with the shaft of a motor or with theshaft of a transmission system (such as a central gear shifting shaft).For example, the bias or the resistance of one or more energy storingelements must be overcome in order to permit a selection of a particulargear or the placing of an automated clutch into a desired condition butthe energy storing element or elements acts or act as a locking deviceto prevent accidental adjustments in the absence of the application of aforce which overcomes the bias or resistance of the energy storingelement(s) when the situation demands a manually initiated gear shiftand/or a manually initiated change in the condition of a clutch due to amalfunction or complete breakdown of an actor and/or an automatedtransmission system or torque transmitting system.

[0257]FIG. 9 shows a portion of an actor 600 in the power train of amotor vehicle. An accessible actuating element 601 is biased by anenergy storing element 602 in the form of a coil spring in a directionaxially of and away from the adjacent end of an output element 603,e.g., the shaft of an electric motor constituting one driving unit orthe single driving unit of the actor 600. The spring 602 reacts againstthe housing 604 of the actor 600 and bears against a retainer in theform of a collar 605 on the actuating element 601. The latter has aprofiled portion 610 which can be engaged by a manually operated orpoweroperated implement to depress the element 601 against theresistance of the spring 602 so that the inner end of the element 601comes into adequate frictional or form-locking engagement with theoutput element 603; thus, the latter can be rotated by the element 601as soon as the resistance of the spring 602 is overcome. FIG. 9 showsthat the output element 603 has a conical tip 608 which can be receivedin a complementary conical socket 607 at the inner axial end of theelement 601 when the latter is depressed and thus deforms the spring602. An annular sealing element 609 in the housing 604 of the actor 600sealingly engages the periheral surface of the element 601 to preventthe penetration of impurities into and/or the escape of lubricant fromthe interior of the housing 604.

[0258] The collar 605 can constitute a separate part (e.g., a splitring) which is held in a circumferential groove of the element 601 bysnap action. Alternatively, the collar 605 can form an integral part ofthe element 601. A stop 606 at the inner axial end of the element 601prevents the latter from becoming completely separated from the housing604. The stop 606 can be of one piece with the element 601.

[0259] If the collar 605 is a split ring, the element 601 can beinserted to the position of FIG. 9 from the interior of the housing 604,the spring -602 is then slipped onto the outwardly extending portion ofthe element 601, and the split ring 605 is attached to the element 601adjacent the profiled portion 610 to maintain the spring 602 in astressed condition sufficient to normally hold the element 601 in theillustrated position in which the socket 607 is remote from the conicaltip 608 of the output element 603. The latter can transmit torque and/oraxial movements to a gear selecting or gear shifting input element of anautomated transmission system or to a condition-changing element of anautomated torque transmitting sysem.

[0260] If the stop 606 is separable from the element 601, the latter canbe inserted into the housing 604 from the outside and can be of onepiece with the collar 605. The stop 606 and the element 601 are thenprovided with complementary (such as male and female) detent elementswhich can engage each other to reliably couple the inner end of theproperly inserted element 601 to such separable stop. For example, theinner end of the element 601 can carry an external thread which can bebrought into mesh with an internal thread of a separately produced stop606.

[0261] As can be seen in FIG. 9, the actuating element 601 is out ofcontact with the output element 603 as long as the actor 600 and/or theautomated system which is associated with this actor operates properly.However, the element 601 can be used to rotate the element 603 in theevent of an emergency; all that is necessary is to depress the element601 against the opposition of the spring 602 into frictional orforce-locking torque-transmitting engagement with the tip 608 of theoutput element 603.

[0262] The profiled portion 610 of the actuating element 601 can beengaged, depressed and turned by a wrench, by a crank, by a lever, by amotorized implement or in any other suitable manner.

[0263]FIG. 10 shows a portion of a modified actor 600 having a housing604 and a rotary output element 603. The actuating element 601 issurrounded by an O-ring or another suitable seal in the housing 604 andis normally locked in the housing 604 by a rigid or resilient lockingmember 615 having a head receivable in a socket 620 at the outer side ofthe housing 604 and a forked end portion 618 extending into acircumferential groove 616 of the actuating element 601 when the latteris not in use. A screw, bolt or another suitable fastener 619 releasablysecures the locking member 615 to the housing 604.

[0264] If the actuating element 601 is to be put to use as a means forrotating the output element 603 to a certain angular position in whichthe automated transmission system (not shown) receiving motion from theoutput element 603 has been shifted into a selected gear (or in which anautomated clutch having an input element receiving motion from theoutput element 603 has assumed a predetermined (fully engaged, partiallyengaged or disengaged) condition), the first step involves removing thefastener 619 and thereupon extracting the free end of the locking member615 from the socket 620 of the housing 604. The forked portion 618 ofthe member 615 is thereupon withdrawn from the groove 616 of theactuating element 601. The latter is thereupon pushed toward theinterior of the housing 604, i.e., into engagement with the tip of theoutput element 603. Such engagement can be reinforced by thereuponinserting the forked portion 618 of the locking member 615 into a secondcircumferential groove 617 of the element 601 and by reattaching thelocking member 615 to the housing 604 by means of the fastener 619. Thepreferably resilient locking member 615 (this member can be made ofresilient metallic sheet stock or of resilient wire) then biases theabutting ends of the elements 601, 603 against each other with africtional force (or frictionally and form-lockingly) so that, when theprofiled end of the actuating element 601 is rotated by a wrench or byanother implement, the element 601 turns the output element 603 to adesired angular position, e.g., to a position in which an automatedtransmission system is in neutral gear or in which an automated clutchis disengaged.

[0265] The features which are shown in FIGS. 9 and 10 can be combined,i.e., the actuating element 601 of FIG. 10 can be provided with the stop606 and collar 605, it can cooperate with a spring 602, and it can belocked in the idle and/or in the operative position by a locking member615. However, such combination need not necessarily employ a resilientlocking member (such as 615).

[0266] The structure of FIG. 9 and/or 10 can be utilized in many othertypes of power trains and in combination with many types of actors. Forexample, the actuating member 601 can be used to impart axial and/orangular movements to a shaft, to a sleeve or to another axially and/orangularly movable part which serves to select a particular gear and/orto shift into a selected gear an automated transmission system and/or toselect a desired condition for an automated clutch or another torquetransmitting system. The output element which can be coupled with andcan receive motion from the actuating element 601 or an equivalentactuating element can be used to impart any one of the followingmovements: (a) a simple gear selecting movement, (b) a simple gearshifting movement, (c) a combined gear selecting and gear shiftingmovement, (d) a single condition selecting, or changing movement, (e) acombined condition and gear selecting movement, (f) a combined conditionselecting and gear shifting movement, and (g) a combined conditionselecting, gear selecting and gear shifting movement. Thus, one canresort to the actuating element 601 in conjunction with an actor whichactuates a single input element (e.g., a central gear shifting shaft) ofa transmission system, one or both input elements of a transmissionsystem, and/or the input element of an automated torque transmittingsystem.

[0267] If an actor employs one or more electric motors, its spacerequirements are frequently such that the output element(s) of itsmotor(s) is or are not readily accessible. This can create problems ifone were to utilize an actuating element (such as 601) which must beaccessible for the application of a manually or poweroperated implementto its profiled portion 610. Therefore, it is often desirable oradvisable to connect a manually or otherwise manipulatable actuatingelement to a portion other than an end portion (such as 608) of an otputelement of a hard-to-reach actor.

[0268] It is also advisable to connect an actuating element with theoutput element (such as a shaft) of an actor by means of a step-downtransmission which renders it possible to change the position of theoutput element with the exertion of a small or relatively small forceand/or with a transmission which multiplies the movement of theactuating element so that a relatively small movement of the actuatingelement suffices to effect larger movements of the driven (output)element of the actor. For example, a single revolution of the actuatingelement should result in two or more revolutions of the torque-receivingoutput element of the actor.

[0269]FIG. 11 shows that the output element (e.g., a shaft forming partof an electric motor) of a driving unit in an actor can be rotated by anactuating element 601 by way of a gearing 650 in the form of a bevelgearing having a large-diameter bevel gear 651 affixed to and rotatableby the actuating element 601 and a smaller-diameter bevel gear 660affixed to and serving to rotate the output element 603. The bevel gear660 meshes with and can be driven by the bevel gear 651.

[0270] The axis of the actuating element 601 is normal to the axis ofthe output element 603, and the actuating element 601 can be mounted inan intermediate portion of the housing 652 of the actor 653 or of theelectric motor embodying the output shaft 603. This often constitutes avery simple but highly satisfactory solution of the problem of gainingaccess to the output element 603 in a hard-to-reach actor 653 or in anactor wherein an axial end of the output element 603 is difficult toreach or cannot be reached at all.

[0271] It is clear that the bevel gearing 650 can be replaced with anyother suitable gearing which can serve the same purposes or at least oneof the purposes accomplished by the utilization of the gearing 650,namely the possibility of placing the axis of the actuating element 601at an oblique angle or at a right angle to the axis of the outputelement 603, of positioning the element 601 at a location other than atan axial end of the output element 603, and/or of multiplying themovements of the actuating element 601 (so that, for example, the outputelement 603 must turn through an angle of 180° in response to a muchsmaller angular movement of the actuating element 601). For example, thebevel gearing 650 can be replaced with a gearing employing spur gears,combinations of spur and contrate (face) gears or others.

[0272] The element 601 of FIG. 11 is mounted in an antifriction ballbearing 654 and is surrounded by an O-ring 656 or another suitablesealing element. The accessible profiled end of the actuating element601 can be engaged by a manually or power-operated implement (notshown). Te ball bearing 654 is mounted in the housing 652 andconstitutes but one of various bearings (such as a needle bearing, afriction bearing, a roller bearing or the like) which can be utilized toreduce friction between the actuating element 601 and the mounting meanstherefor.

[0273] It is further clear that the mounting of the actuating element601 can be such (reference may be had to FIG. 9 or 10) that this elementis normally out of contact with the output element 603, i.e., that it isnecessary to overcome the bias or resistance of one or more resilientelements before the element 601 can begin to rotate the element 603.This reduces the likelihood that the element 603 would encounterpronounced frictional resistane to rotation when the power trainincluding the actor 653 operates in a satisfactory manner, i.e., when itis not necessary to resort to the element 601 in order to change theangular position of the element 603 in the event of a malfunction or atotal breakdown of the actor 653 and/or of an automated system which isassociated with such actor. Thus, when the operation of the actor 653 orof any other parts of the power train embodying the actor 653 is normal,and the element 601 is separated from the element 603, the latter neednot overcome the inertia of the element 601 in order to be set in rotarymotion for the purpose of influencing an associated automated clutchand/or an associated automated transmission system. It is to be borne inmind that, in the actor 653 of FIG. 11, the shaft 603 must normallyrotate the bevel gears 660, 651and the actuating element 601; rotationof the element 601 can take place by overcoming friction between theelement 601 on the one hand, and the bearing 654 and the sealing element655 on the other hand. The actuating element 601 includes the shaft 656of the bevel gear 651.

[0274] The bearing 654 is optional, i.e., it can be omitted especiallyif the element 601 is normally out of contact with the element 603 dueto the incorporation of the feature(s) shown in FIG. 9 and/or 10.Moreover, the element 603 need not form part of an electric motor butcan constitute the output element of any other suitable driving unit inthe actor 653. Still further, the element 601 of FIGS. 9, 10 and 11 canbe utilized to impart motion to the input element of an automated ornon-automated torque transmitting system or transmission system, i.e.,it need not be used exclusively in conjunction with an actor.

[0275] If an actor is provided with a self-locking gearing (an actor 100with four gearings 107-108, 110-111 a, 121-122 and 123-124 a wasdescribed with reference to FIG. 2) which can transmit torque to aninput element of an associated automated system, one cannot resort toactuating means of the type shown, for example, in FIGS. 9, 10 and 11because the gearing can be driven only by a driving unit of the actorand any attempt to rotate an output element of an actor embodying aself-locking gearing or an input element normally receiving motion fromsuch output element could cause serious damage in addition tonecessitating the exertion of very large forces.

[0276] In accordance with a further feature of the present invention,and as shown in FIG. 13, the self-locking system of an actor 700 can bedisengaged (i.e., unlocked or rendered inoperative) in order to enable amanually manipulatable actuating element to chage the position of theoutput element of such actor. The actor 700 of FIG. 13 is assumed tocomprise at least one driving unit (not shown), such as an electricmotor having a rotary output element which drives a self-locking gearing701. The latter comprises a worm gearing including a worm 702 and a wormwheel 703 meshing with the worm 702. This worm is mounted on the outputshaft of the electric motor (see, for example, the output shaft 105 andthe worm 107 in the actor 100 of FIG. 2).

[0277] A resilient component 704 couples the worm wheel 703 with theshaft of a pinion 705 in mesh with a gear segment on a lever 706rotatably mounted on an extension of an input shaft 707 of an automatedsystem, e.g., a shaft corresponding to the shaft 406 in FIG. 6a). Thisis in contrast to rigid mounting of the lever 408 on the shaft 406 ofFIG. 6a. If the lever 706 is to turn the input shaft 707, it must becoupled to a second lever 708 which is of one piece with or is rigidlysecured to the shaft 707. The bevel gearing 702, 703 and the spurgearing 705, 706 are then ready to change the angular position of theshaft 707 in order to change the condition of an automated clutch (seeFIG. 6a) or to select or shift an automated transmission system into aselected gear (see FIG. 2).

[0278] The means for separably coupling the levers 706, 708 to eachother comprises an entraining or coupling element or member 709 whichform-lockingly extends into a complementary recess 710 of the lever 706.The entraining member 709 is angularly movably mounted in the adjacentfree end portion of the lever 708, e.g., by a pin-shaped pivot member711. A leaf spring 713, which is affixed to the lever 708 by a rivet 712or the like, serves to engage a plane edge face of the entraining member709 and to normally maintain the member 709 in its recess 710 so thatthe levers 706, 708 are non-rotatably coupled to each other and theconnection between the output shaft of the electric motor and the inputshaft 707 is self-locking.

[0279] The entraining member 709 is connected with the free end of thecable in the sheath of a Bowden wire 714 having a handle which isaccessible at the exterior of the housing of the actor 700. If thehandle is pulled by a person in charge, the Bowden wire 714 extracts theentraining element 709 from the recess 710 against the opposition of theleaf spring 713 so that the output shaft of the electric motor (i.e.,the worm 702) and/or the input shaft 707 can be turned (manually ormotorically) independently of each other and in any of the previouslydescribed manners (for example, the shaft 707 can be rotated in a manneras described with reference to FIGS. 9 and 10).

[0280] Alternatively, the Bowden wire 714 can act in a manner asdescribed in connection with the Bowden wire 565 in the actor 560 ofFIG. 12, i.e., as soon as the coupling 709, 710 between the levers 706,708 is rendered inoperative (disengaged), the Bowden wire 714 canautomatically move the lever 708 (which then corresponds to the lever564 of FIG. 12) to an angular position (corresponding to the position566 of the lever 564) in which the input shaft 707 (corresponding to theshaft 563 of FIG. 12) maintains an automated clutch in a desired(engaged, partially engaged or disengaged) condition or maintains anautomated transmission system in a predetermined (e.g., neutral, firstor second) gear.

[0281] It is advisable to design and to cause the levers 706, 708 andthe member 709 to cooperate in such a way that the member 709 can enterthe recess 710 only in a single angular position of the levers 706, 708relative to each other. Thus, the connection between the levers 706, 708(i.e., between the output element of the electric motor and the inputelement 707 of an automated system) can be reestablished as often asdesired. In other words, once the cause of malfunction has beeneliminated and the electric motor is restarted to turn the lever 706 byway of the two gearings or transmissions 702-703 and 705-706, the torquetransmitting connection between the output element of the electric motorand the input element 707 is reestablished automatically (because themember 709 can reenter the recess 710 under the bias of the leaf spring713) as soon as the lever 706 reaches the single predetermined angularposition relative to the lever 708 of the input element 707. Anautomatic reestablishment of a manually or automatically interruptedconnection constitutes a highly desirable and advantageous feature ofthe present invention.

[0282] It is further advisable that an actuation of the Bowden wire 714in a sense to extract the member 709 from the recess 710 result in thegeneration of a signal which is transmitted to the control unit for theactor 700. This can be achieved by resorting to a switch which can beinstalled in such a way that it transmits to the control unit (such as7) a signal when the member 709 leaves the recess 710 or when the handleof the Bowden wire 714 is pulled by hand. The control unit then ensuresthat the electric motor is started slowly, i.e., that the lever 706 ispivoted slowly until it reaches the predetermined position in which itsrecess 710 is again ready to receive the member 709 under the bias ofthe leaf spring 713. Alternatively, the connection between the controlunit and the electric motor of the actor 700 can be set up in such a waythat the lever 706 is caused to turn slowly (i.e., that it is sloweddown) only when it approaches the predetermined position in which it canbe recoupled with the lever 708.

[0283] It is further clear that the actor 700 of FIG. 13 can be providedwith several Bowden wires or analogous motion transmitting means, e.g.,with a first Bowden wire (such as 714) which serves to disengage thecoupling 709, 710 between the levers 706, 708, and a second Bowden wire(corresponding to the Bowden wire 565 of FIG. 12) which thereupon causesor permits the input element 707 to assume a predetermined angularposition (e.g., corresponding to the shifting of an automatedtransmission system into neutral gear).

[0284] Referring to FIG. 14, there is shown a push-type automatedfriction cutch 801 which is installed in a power train 800 and comprisesa clutch disc 802 serving to transmit torque to the input element of atransmission system (such as the system 3 in the power train of FIG. 1),a pressure plate 803 which is axially movably installed in and isrotatable with a clutch housing or cover 806, a clutch spring (such as adiaphragm spring) 804 which can maintain the clutch 801 in an at leastpartially engaged condition by biasing the pressure plate 803 againstthe adjacent set of friction linings of the clutch disc 802 (whereby theother set of friction linings of the clutch disc is pressed against theengine-driven counterpressure plate (not shown) corresponding to theflywheel 2 a of the clutch 2 shown in FIG. 1), andclutch-engaging/disengaging means including a bearing 805 which candisplace the radially innermost portions or tips of the resilient prongsor tongues of the spring 804 to thus maintain the clutch 801 in an atleast partially engaged condition.

[0285] The purpose of an actor 812 is to move the bearing 805 axiallyand thus influence the bias of the clutch spring 804. This actorincludes a housing 809 confining a spring 810 (e.g., a stressed coilspring) which acts upon a motion transmitting connection 811 between theactor 812 and the bearing 805. In accordance with a feature of the actor812, the housing 809 further contains means for disengaging the clutch801 by pulling the connection 811 away from the clutch spring 804 sothat the latter can become separated from the pressure plate 803 orexerts a lesser (e.g., negligible) force upon the pressure plate 803 inorder to ensure that the clutch 801 can assume a disengaged condition inwhich it does not influence rotation of the input element of atransmission system (3 in FIG. 1) which normally receives torque fromthe clutch disc 802 when the clutch 801 is caused to assume an at leastpartially engaged condition.

[0286] The clutch spring 804 can be designed, mounted and stressed insuch a way that it normally maintains the clutch 801 in a partly engagedcondition by bearing upon the pressure plate 803 with a force whichsuffices to maintain the plate 803 in frictional engagement with theclutch disc 802 but the components 802, 803 can slip relative to eachother. The purpose of the actor 812 is then to either fully disengagethe clutch 801 by causing the connection 811 to pull the bearing 805 andthe latter causes the clutch spring 804 to become fully disengaged fromthe pressure plate 803, or to fully engage the clutch 801 by causing thespring 804 to bear upon the pressure plate 803 with a force which isrequired to prevent the clutch disc 802 from slipping relative to thepressure plate and/or vice versa.

[0287] The actor 812 comprises a motor 820 (e.g., an electric motor) anda transmission 821 between the motor 820 and the connection 811.

[0288] The connection 811 is stressed (axially) when the clutch 801assumes an at least partially engaged condition because the connection811 then urges the bearing 805 toward the pressure plate 803 so that thebearing stresses the clutch spring 804. If a coupling 813 between thehousing 809 and the frame 814 or another part (such as the engine block)of the motor vehicle is disengaged or released, the actor 812 can beshifted toward or away from the clutch 801, i.e., the coupling 813renders it possible to select the initial bias of the spring 810.Reference may be had to commonly owned pending German patentapplications Serial Nos 196 23 484 and 196 27 980 (as well as to thecorresponding U.S. patent(s) and/or allowed U.S. patent application(s))which describe various embodiments of an actor which can be utilizedwith the clutch 801 of FIG. 14.

[0289] If the power train including the structure of FIG. 14 becomesdefective or breaks down completely, e.g., due to the failure of themeans for supplying electrical energy, due to the falure of theactor(s), due to the failure of the automated system(s) cooperating withthe actor(s), due to the failure of one or more sensors which transmitsignals to the control unit(s), due to the failure of the controlunit(s) and/or for any other reason or reasons which can adverselyaffect the operation of the automated system(s), it is advisable tointerrupt the transmission of power by the power train for reasons whichwere fully explained hereinbefore. The primary reason is that suchremedial undertakings render it possible to advance the motor vehicle toa desired location under its own power or by resorting to anothervehicle. As far as the interruption of a power train in the region of anautomated clutch and the associated actor is concerned, reference may behad, for example, to the embodiment of FIGS. 7a, 7 b as well as to theembodiment of FIG. 14.

[0290] As concerns various embodiments of novel power trains employingautomated transmission systems with (a) uncoupled actors, (b) coupledactor(s) which initiates or initiate the selection of condition of aclutch as well as shifting into and from particular gears, (c) coupledactor(s) which initiates or initiate the selection of the condition of aclutch as well as the selection of gears for a transmission system, or(d) coupled actor(s) which initiates or initiate the selection of thecondition of a clutch as well as the selection of and shifting intoparticular gears, there can develop problems which can be remedied oreliminated or counteracted by the simple expedient of influencing theactor or actors. On the other hand, it is also possible that aparticular problem cannot be overcome or remedied or eliminated by theaforementioned expedient of influencing only the actor or actors of thepower train. For example, and as already discussed hereinbefore inconnection with the embodiments of FIGS. 7a, 7 b, 14, it might becomenecesary to gain access (manually or otherwise) into a clutch in orderto interrupt the transmission of power by a power train and/or to gainaccess into a transmission system in order to shift into a particulargear, such as neutral gear.

[0291] The following embodiments are designed to provide for amechanical interruption of power flow in a power train including atleast one clutch operating actor (reference will be had again to FIG.14) and/or by supplying external energy for the purpose of causing theclutch to assume a disengaged condition and/or by causing a disengagedclutch to remain in such (disengaged) condition and/or by proceeding ina manner to be described with reference to FIG. 17a (namely tomechanically release energy stored in the actor for a clutch).

[0292] Certain of the above outlined embodiments of the inventionexhibit additional desirable and advantageous features, such as otherpossible applications. For example, it is possible to carry out aninitial adjustment or setting of an actor for an automated clutch and/orto interrupt the connection between a clutch engaging or disengagingmember (such as a fork) and a clutch engaging or disengaging shaft orrod in order to ensure an uninterrupted engagement of the clutch for theduration of travel or transport of an affected motor vehicle to aselected destination (FIG. 14).

[0293] Referring again to FIG. 14, the automated clutch 801 can beinstalled in series with an automated transmission system (such as thesystem 3 in the power train of FIG. 1) which can be actuated by its ownactor (such as the actor 8 in FIG. 1). If the actor or actors for theautomated transmission system become defective, it is necessary to fullydisengage the clutch 801; this is carried out by the actor 812. Thepower train of the motor vehicle is then interrupted and the vehicle canbe towed away. On the other hand, if the actor 812 happens to becomedefective, the actor or actors for the transmission system can beoperated to shift the transmission system into neutral gear, again forthe purpose of interrupting the power train and of thus enabling atowing vehicle to advance the affected vehicle to a selecteddestination. An exception is that situation which develops when thepower train is stressed to such an extent that it is not possible toshift the transmission system into neutral gear. Such situation candevelop when the teeth of the axially movable sleeve in thesynchronizing system cannot be disengaged from the teeth of a gear ratioselecting sprocket so that the transmission system cannot be shiftedinto neutral gear.

[0294] As described, for example, in German patent application SerialNo. 196 27 980, certain emergency situations can develop in automatedtransmission systems with means for selecting as well as shifting intoand from particular gears when the source of electrical energy isexhausted or in the event of a disruption of the connection between suchsource and the actor(s) for the transmission system and/or the controlunit for the actor(s). Still further, an emergency situation can developwhen the actor(s) for the automated transmission system becomes orbecome defective simultaneously with the actor(s) for the automatedclutch and/or when the clutch actuating connection(s) becomes or becomedefective jointly with the gear shifting mechanism and/or when thecontrol unit(s) fails or fail to detect the defectiveness of one or moreactors and/or one or more connections between the actor(s) and therespective system or systems.

[0295] If the transmission system in the power train of a motor vehicleis automated, i.e., if it is operated by one or more actors, not only asregards the selection but also as regards the shifting into or from aparticular gear, a failure of the actor(s) for such transmission systemprevents the carrying out of any undertakings for the purpose offacilitating the transport of the affected motor vehicle to a desiredlocation. For example, such emergency situations can develop as a resultof the failure of the source of electrical energy and/or of theconnection between such source and the actor or actors for the automatedtransmission system or between such source and the control unit, inresponse to the failure of the actor(s) for the clutch and/or for thetransmission system and/or in response to the failure of theconnection(s) between an actor and the respective system.

[0296] If the power train comprises an automated transmission system andone or more actors therefor, failure of the actor(s) for the clutch andfor the selection of and/or shifting into or from a particular gear canbe counteracted by causing the actor for an automated clutch todisengage the clutch and to thus permit a towing vehicle to move theaffected vehicle to a desired location. Alternatively, if the actor oractors for the automated clutch and for the selection of a gear becomedefective, the person in charge can shift the-transmission system intoneutral gear in order to establish circumstances which are required fora towing of the vehicle. If the actor(s) for the clutch and for thetransmission system becomes or become defective during selection of agear, the transmission system is already in neutral gear. As concernsthe interruption of the power train, an automated transmission systemand the associated actor(s) behave not unlike a non-coupled actor andneed not be discussed separately.

[0297] As disclosed in the aforementioned German patent applicationSerial No. 196 27 980, if the actor(s) for the automated clutch of amotor vehicle is or are provided in a power train which furthercomprises an automated transmission system with mechanical transferelements, it is possible to install an additional mechanism which ismanipulated by hand by resorting to an implement in order to interruptthe power flow between the clutch and the respective actor(s) and/ordisengages the clutch and fixes the clutch in the disengaged condition.

[0298]FIG. 15 shows a mechanical connection between an actor 907 and anengaging/disengaging bearing 901 for an automated clutch. The bearing901 can be acted upon by an input element in the form of a fork 902mounted on a rockable shaft 903 which is journalled in bearingsinstalled in the case 904 of a transmission-system. The connectioncomprises a lever 905 which is affixed to one end portion of the shaft903 and is attached to an output element of the actor 907 by a motiontransmitting member (e.g., rod) 906 of preferably adjustable length. Theoutput element of the actor 907 can change the angular position of theshaft 903 and of the fork 902, and hence the axial position of thebearing 901, i.e., the condition of the friction clutch.

[0299] The following passages of this specification will deal withvarious emergency steps which can be carried out in the event of amalfunctioning or complete breakdown of a power train. Thus, amechanical intervention in the event of an emergency can take place atthe shaft 903, at the lever 905 (which is rigid with the shaft 903) orat the motion transmitting member 906 between the output element of theactor 907 and the lever 905 or between the shaft 903 and the fork 902.

[0300]FIG. 16 shows that the lever 905 and the shaft 903 for the fork902 are separably coupled to each other by a connection which can beestablished and terminated by a coupling or actuating element in theform of an internally threaded cap 908 normally meshing with anexternally threaded projection of the lever 905. The shaft 903 includesa frustoconical connecting or coupling portion 910 which bears againstthe conical surface in a conical socket of the aforementioned projectionof the lever 905 when the actuating or coupling element 908 istightened. The shaft 903 and the lever 905 are then in frictionalengagement with each other, and such engagement suffices to ensure thatthe lever 905 can change the angular position of the shaft 903 and fork902 (i.e., the axial position of the bearing 901) when the actor 907 ofFIG. 15 is to select a different condition of the clutch including thebearing 901.

[0301] It is clear tha the conical portion 910 can be provided withribs, teeth or analogous projections extending into complementaryrecesses of the lever 905 to establish a form-locking connection betweenthe lever 905 and the shaft 903, i.e., to even more reliably ensureaccurate and predictable adjustments of the friction clutch in responseto pivoting of the lever 905 by the motion transmitting element 906 andthe output element of the actor 907 shown in FIG. 15.

[0302] If the connection including the parts 903, 905, 906, 908 of FIGS.15-16 is to be interrupted, the element 908 is loosened so that thelever 905 and the shaft 903 can turn relative to each other. Animplement, e.g., a wheel changing wrench, is thereupon caused to engagethe profiled left-hand end portion of the shaft 903 (as viewed in FIG.16) to turn the shaft 903 until the clutch including the bearing 901assumes a fully disengaged condition. The lever 905 is then moved to anangular position in which, upon reattachment of this lever to the shaft903 by the element 908, the clutch remains in the disengaged conditionto thus ensure that the vehicle can be towed to a selected location.

[0303] In order to support the lever 905 in the disengaged condition ofthe clutch, one can proceed as follows: If the connection between theactor 907 and the shaft 903 is mechanically stable and self-locking, themotion transmitting member 906 suffices to ensure retention of theclutch in the disengaged condition. On the other hand, if the mechanicalconnection is defective (e.g., the member 906 can be replaced with acable which can become defective, namely weaker than required), or ifthe connection between the actor 907 and the clutch is not self-locking,the lever 905 can be propped against a stable part, e.g., against thecase 904 of the transmission system.

[0304] An established connection can be secured by self-locking actionor by a discrete locking element, e.g., by a piece of sheet metal.Furthermore, the self-locking or other type of locking of a connectioncan establish the initial positions of the parts forming the connection.Moreover, and as already pointed out above, an interruption ofconnection (such as that shown at 908 between the shaft 903 and thelever 905 of FIG. 16) can be resorted to for the purpose of selectingthe condition of the clutch (such as a fully disengaged condition)during the entire interval of time which is required to tow a disabledvehicle to a selected locale, e.g., to a repair shop.

[0305] The connection which is shown in FIG. 16a and is establishedbetween the lever 905 and the actor (not shown) via cable, rod or ananalogous motion transmitting part 906 is designed to enable the lever905 to pivot in a direction to place the clutch (via bearing 901) into afully disengaged condition. By engaging the polygonal (profiled) endportion of the shaft 903 with a suitable tool, and by thereupon changingthe angular position of the shaft, one can change the condition of theclutch from a fully engaged condition, through a series of partlyengaged conditions, and to a fully disengaged condition. The lever 905carries a pivotable brace or link or stop 911 which is thereupon causedto engage the transmission case 904 and to thus lock the clutch in thefully disengaged condition. In order to fix the brace 911 in thesolid-line position of FIG. 16a, the case 904 can carry a suitableretainer or catch 912 to engage and hold the free end of the part 911until a person in charge decides to unlock the shaft 903, i.e., to againpermit the clutch to assume a partly or fully engaged condition. It isalso possible to secure the brace 911 to the case 904 by one or morescrews or other suitable fasteners.

[0306] It is advisable to provide stops or locks for the two endpositions of the lever 905. FIGS. 16b and 16 c show one presentlypreferred mode of designing and installing such locks or stops. There isshown an annular retainer 921 which is biased by a corrugated spring 922to engage the adjacent end portion of the brace 911 and hold it in theinoperative position, i.e., out of contact with the transmission case904. If an implement is caused to engage the profiled end portion of theshaft 903 and to push this shaft downwardly (as viewed in FIG. 16c)against the resistance of the corrugated spring 922, the retainer 921 isdisengaged from the lever 905 and the shaft 903 can be turned to aposition corresponding to the desired condition of the clutch. Moreover,the brace 911 is free to be pivoted to the phantom-line position of FIG.16b and to engage the transmission case 904 to thus lock the lever 905in the desired angular position.

[0307] The brace 911 of FIGS. 16a to 16 c can be moved between two endpositions. On the other hand, FIG. 17a shows a part 1009 and FIG. 17bshows a threaded element 1056 each of which can be resorted to in orderto maintain a part corresponding to the lever 905 in any one of adesired number of different positions. However, the elements 1009 and1056 do not serve to transmit motion but merely to fix a partcorresponding to the lever 905 in a desired position.

[0308] Referring to FIG. 17a, there is shown a portion of an automatedclutch, namely a set of prongs or tongues 1001 forming part of adiaphragm spring in a friction clutch, and a disengaging element 1002(e.g., a bearing) which is movable along a guide 1003 to displace theradially inner portions of the prongs 1001 to a desired extent,depending upon the selected or desired condition of the clutch. Adisengaging lever 1004 (corresponding to the member 9 shown in FIG. 1)is pivotable at 1010 by way of a cable 1007. Depression of the radiallyinner portions of the prongs 1001 entails a change of the condition ofthe clutch toward the disengaged condition.

[0309]FIG. 17a further shows the case 1005 of a transmission system;this case carries a tubular casing or enclosure 1008 for a coil spring1006. A diametrically extending pin 1009 is mounted in the enclosure1008 to maintain the spring 1006 in an axially stressed condition, i.e.,the spring 1006 stores energy when the pin 1009 is in place. The amountof energy which is stored by the stressed spring 1006 exceeds the amountof energy which is necessary to disengage the clutch (including theprongs 1001 of the diaphragm spring) via lever 1004. Thus, if the pin1009 is withdrawn from the casing 1008, the expanding spring 1006 turnsthe lever 1004 counterclockwise (as viewed in FIG. 17a) and thus causesthe shorter arm of the lever 1004 to disengage the clutch via bearing1002.

[0310] A cable 1007 is connected to the longer arm of the lever 1004;this cable is further connected with or forms part of the output elementof an actor for the automated clutch including the parts 1001, 1002.When the output element (1007) of the actor for the clutch is at astandstill but the lever 1004 is pivoted by the spring 1006, the cable1007 is not under tension.

[0311] The spring 1006 can be used alone, or it can be utilized jointlywith or it can be replaced by a spring of the type shown at 810 in FIG.14.

[0312]FIG. 17b shows the structure of FIG. 17a except that the parts1006, 1008, 1009 are replaced with an elongated externally threadedelement 1056 meshing with the longer arm of the lever 1054 and beingrotatable to move its tip against the transmission case 1055 tothereupon begin to pivot the lever 1054 (as at 1058) in a direction(counterclockwise) to shift a disengaging bearing 1052 alog its guide1053 and to thus cause the diaphragm spring including the prongs 1051 toensure that the clutch assumes its disengaged condition in which thevehicle can be towed away.

[0313] The externally threaded element 1056 has a polygonal head whichcan be engaged by a wrench, by a crank for bolts which secure the hubsof vehicle wheels to the respective axles, or by a power-operatedimplement. The cable 1057 of FIG. 17b performs the same function as thecable 1007 in the structure of FIG. 17a. This cable (1057) is notstressed when the lever 1054 is pivoted by the rotating element 1056 incooperation with the transmission case 1055.

[0314]FIGS. 18, 19, 20 a and 20 b illustrate modified designs of themeans for disengaging an automated clutch (by an axially movable bearing1101) in the event of a malfunction in order to enable a towing vehicleto advance the disabled vehicle to a desired location. A lever 1105 canbe pivoted at 1103 in order to shift the bearing 1101 along its guide byway of a lever 1102 on the lever 1105. A pivot member 1114 on the lever1105 is rigid with a disc cam 1109 which can be turned about the axis ofthe member 1114 by resorting to an implement which is to be manipulatedby the operator of the vehicle or by another person in order to engageand turn the hexagonal (or otherwise profiled) head of the member 1114.When the member 1114 is actuated to turn the disc cam 1109, the latteracts upon an anvil 1110 which abuts the transmission case 1104, and thelever 1105 is pivoted relative to the transmission case 1104 (as at1103) to move the lever 1102 upwardly, as viewed in FIG. 18, and todisengage the clutch via bearing 1101.

[0315] The cable 1106 of FIG. 18 constitutes or cooperates with theoutput element of an actor to normally change the condition of theautomated clutch by pivoting the lever 1105 at 1103 (when necessary).The clutch is disengaged by the lever 1105 in response to manualrotation of the cam 1109 by way of the pivot member 1114 in the event ofa malfunction, e.g., when the actor including or cooperating with thecable 1106 is incapable of disengaging the clutch by way of such cable.

[0316] The clutch can be maintained in the disengaged condition byself-locking action between the parts 1101 to 1103, 1105, 1109 and 1114,e.g., by mounting the cam 1109 in such a way that it is locked in an endposition corresponding to the disengaged condition of the clutch or inany other desired condition of the clutch including or being acted uponby the bearing 1101.

[0317] Alternatively, and as shown in FIG. 19, the locking of the clutchin its disengaged condition can be effected or assisted by a spring 1113which urges a lobe of the cam 1109 against the anvil 1110 so that thelatter bears against the transmission case 1104 while the cam 1109assumes an angular position beyond its dead-center position. Stillfurther, it is possible to employ a detent or safety device 1111 whichis shown in FIG. 20a and is biased by a corrugated spring 1112(reference may be had to the description of FIGS. 16b and 16 c).

[0318]FIG. 20b shows a modification of the structure of FIG. 20a. Thus,the corrugated spring 1112 is installed to bias the cam 1109 and thesafety device 1111 against the lever 1105. A turning of the cam 1109 cantake place in response to engagement of the-profiled end portion of thepivot member 1114 by a suitable implement, by thereupon moving themember 1114 axially to stress the spring 1112, and by thereafter turningthe member 1114 and the lever 1105 until the clutch reaches and assumesits disengaged condition.

[0319] It is preferred to provide means for locking the cam 1109 againstrotation when the operation of the power train is normal, i.e., when theactor can change the condition of the clutch (by way of the bearing1101) by pulling the cable 1106 or an equivalent motion transmittingpart. The cam 1109 can be locked in a manner as shown in FIG. 19, 20a or20 b, i.e., by resilient means (1113 or 1112) and/or by rigid locking orblocking or arresting means of any suitable design.

[0320]FIGS. 21 and 21a illustrate the manner of influencing a mechanicaloutput element of an actor 1210 for a clutch including a diaphragmspring 1207 tiltable by a disengaging bearing 1208. The latter ismovable along a guide 1204, either in response to the bias of thediaphragm spring 1207 or in response to pivoting of a lever 1200 mountedon a shaft 1205 which is journalled in the case 1206 of a transmissionsystem and is turnable relative to the case 1206 by a cable 1203constituting or connected to the output element of the actor 1210.

[0321] If the actor 1210 is defective so that it cannot change thecondition of the clutch, such condition can be changed by a lever 1202which can be pivoted (by hand or otherwise) to engage and entrain anabutment 1209 on the cable 1203. The lever 1202 can be pivotably mountedon the actor 1210, on the transmission case 1206 or elsewhere in themotor vehicle. A stop 1201 (FIG. 21a) on the transmission case 1206limits the extent of displacement of the cable 1203 by the lever 1202.Thus, when the abutment 1209 strikes the stop 1201, the clutch isdisengaged and the actor 1210 cannot influence the cable 1203.

[0322] The lever 1202 assumes an over-the-dead center position when theabutment 1209 reaches the stop 1201; this ensures that the lever 1202 islocked in such position to thereby reliably hold the clutch in thedisengaged condition, e.g., during the time interval which is needed oranticipated to be necessary in order to tow the affected vehicle to arepair shop or to another destination.

[0323] Each of FIGS. 22, 23, 23 a and 23 b illustrates a compositeclutch disengaging lever. A first part 1305 of the lever is rigidlyconnected with a shaft 1303, and a second part 1315 is provided with abearing which can be coaxial with the shaft 1303. If the second part1315 is pivoted by the output element of an actor for the clutch (suchas by a cable 1306), an activating element 1316 transmits motion to thepart 1305. Inversely, the element 1316 can serve to transmit motion fromthe part 1305 to the part 1315.

[0324] The illustrated element 1316 is an elongated externally threadedelement, and this element can be rotated to pivot the part 1305 relativeto the part 1315 in order to thus disengage the clutch by way of a fork1302 and a disengaging bearing 1301. The parts 1303, 1305, 1315, 1316are mounted in or on the case 1304 of a transmission system. The part1305 of the composite lever 1305, 1315 can turn the shaft 1303, and thelatter can turn the fork 1302 to thus move the bearing 1301 against theprongs or tongues (not shown) of a diaphragm spring in the automatedfriction clutch.

[0325] The components which are shown in FIG. 22 can be fixedly held intheir selected positions by a rigid output element (as a substitute forthe cable 1306) of the actor, especially if such components are toestablish a self-locking action.

[0326] If the actor is damaged (e.g., if the cable 1306 is destroyed,either in part or entirely), or if the motion transmitting connectionbetween the actor and the clutch does not include any self-lockingstructure, the part 1315 of the composite lever 1305, 1315 can be braced(by a member 1317) against the transmission case 1304.

[0327] The threaded element 1316 can be replaced with a rotary cam topivot the part 1305 relative to the part 1315 in the event of amalfunction in order to cause the clutch to assume and to remain in itsinoperative (or other selected) condition. Furthermore, the element 1316or the aforementioned cam can be replaced with a wedge.

[0328] If the part 1315 of the composite lever 1305, 1315 is to bepropped against the transmission case 1304, the threaded element 1316must have a considerable length. Therefore, and in order to be in aposition to employ a relatively short element 1316, it is oftenadvisable to provide a bracing or propping member 1317 which ispivotally connected to the part 1315 of the composite lever 1305, 1315and is pivotable into and away from abutment with the transmission case1304. In the absence of a defect, the bracing member 1317 can benon-movably secured to the part 1315 of the composite lever.

[0329] The threaded element 1316 can further serve as a means forinitial setting of the actor including or connected with the cable 1306.Still further, it is possible to retract or to completely detach theelement 1316 in order to enable the clutch including the bearing 1301 toassume a fully engaged condition if such condition is required to ensurethat the affected motor vehicle can reach a selected destination underits own power or with assistance from a towing vehicle.

[0330]FIG. 23 shows that the bracing member 1317 can be omitted; itsfunction can be taken over by the part 1315 and the element 1316.

[0331]FIGS. 23a, 23 b show two different bracing members 1317. In FIG.23a, the member 1317 is movably mounted on the part 1315 and istraversed by the element 1316 so that the latter can act directly uponthe part 1315. In FIG. 23b, the member 1317 is movably mounted on thepart 1315 and is engageable and movable by the tip of the element 1316.

[0332]FIGS. 24 and 25 show an actor 1400 and a fluid-operated(hydrostatic) connection between such actor and the respective (torquetransmitting or transmission) system. The connection can comprise ahydraulic master cylinder, a slave cylinder and a fluid-conveyingconduit between the two cylinders. If the illustrated actor 1400 isassociated with an automated clutch, the latter can be disengaged inresponse to dissipation of energy by a compensating spring in the actor.Such compensating spring must be designed in such a way that the energywhich the spring can store suffices to disengage the clutch. Thecompensating spring can act (directly or indirectly) upon the piston ofthe aforementioned master cylinder.

[0333] The actor 1400 can be provided with a manually operable mechanismto terminate or interrupt the connection between a gearing of the actorand the compensating spring so that the movement-impeding effect of thegearing (when the actor is idle) is eliminated or overcome and theenergy which was stored by the compensating spring can be dissipated tothus disengage the clutch.

[0334] Referring more specifically to the actor 1400 of FIG. 24, thisactor comprises a driving unit (e.g., an electric motor) 1401 having anoutput shaft 1402 which is coaxial and can be of one piece with a worm1403 mating with a worm wheel 1404. The latter is coupled with a pusher1405 which can be connected with the piston 1406 of a master cylinder1407. The shaft 1408 of the worm wheel 1404 mounts a crankshaft 1409which is separably coupled thereto by entraining elements 1422 (see FIG.25). The entraining elements 1422 are mounted on a disc-shaped carrier1411 which is movable by hand in the axial direction of the elements1422 to thus connect the crankshaft 1409 to or to disconnect thecrankshaft from te worm wheel 1404. The carrier 1411 is provided with asuitable handle 1421.

[0335] The carrier 1411 is sealingly mounted in a bearing or sealingelement 1412 of the housing 1420 of the actor 1400. The character 1430denotes the aforementioned compensating spring which is free todissipate stored energy and to thus cause the clutch to assume a desired(such as disengaged) condition as soon as the handle 1421 is pulled toextract the entraining elements 1422 and to thus allow the worm wheel1404 and the crankshaft 1409 to move relative to each other. Thisterminates the blocking or self-locking effect of the worm gearing 1403,1404 upon the connection between the output element 1402 of the drivingunit 1401 and the input element of the clutch so that the latter can beinfluenced by the compensating spring 1430.

[0336] It is also possible to employ a single actor for a transmissionsystem and a torque transmitting system, i.e., a single actor cansuffice to select the condition of a clutch as well as to select and/orto effect the shifting of a transmission system into or from aparticular gear. In the range within which the actor 1400 actuates theclutch, the compensating spring 1430 can be employed in theaforedescribed manner to dissipate energy and to disengage the clutch inthe event of an emergency, i.e., in response to extraction of theentraining elements 1422 by the carrier 1411 and handle 1421. On theother hand, when the actor operates within another range to control atransmission system, the clutch can be operated (such as disengaged),for example, by mechanical means such as one or more disc cams or thelike. If the actor is set up to simultaneously operate an automatedclutch and an automated transmission system, the effect of thecompensating spring 1430 can be extended to cover the range within whichthe actor controls the selection and shifting of the transmission systeminto or from a selected gear. For example, the compensating spring 1430can serve to automatically shift the transmission system into neutralgear when the carrier 1411 and its entraining elements 1422 arewithdrawn by way of the handle 1421.

[0337] The following is a list of additional foreign patent applicationswhich, if necessary, can be referred to for an even more completeunderstanding of the present invention and the disclosures of which (ifcontained in corresponding granted U.S. patents and/or allowed U.S.patent applications) are to be considered as having been incorporatedherein by reference:

[0338] PCT/DE Serial No. 95/01861.

[0339] German patent applications Serial Nos. 196 37 001, 196 36 005,196 22 572, 196 02 421, 195 47 082, 196 22 643, 196 09 924, 196 02 874,196 09 957, 196 11 147, 196 31 726, 196 16 055, 196 45 358, 196 22 641,196 21 106, 196 24 008, 196 25 950, 196 32 946, 196 29 969, 196 28 199,42 39 289, 196 21 123 and 196 08 454.

[0340] Whenever the preceding specification and/or the claims refer to aconnection which can be separated or interrupted and reestablished, onceor more than once (reference may be had, for example, to the embodimentwhich is shown in FIG. 5e and wherein the bolt 305 and the cotter pin360 can be separated and reassembled to allow for repeated separation ofthe elements 301, 302 from and their reattachment to each other), thisis not intended to embrace a connection which can be interrupted bypermitting a fluid (such as oil) to escape from a conduit connecting anoutput element with an input element. The reason is that suchfluid-operated connection cannot be reestablished by the simpleexpedient of resealing the conduit in order to prevent further escape offluid from the connection; for example, the connection might not becapable of being reestablished due to excessive losses of fluid or as aresult of penetration of atmospheric air into the interruptedconnection. In many instances, and as fully described hereinbefore,separable and reestablishable connections which are contemplated inaccordance wit the present invention are to be established betweenmechanical parts in the form of links, levers, rods, discs or the like,and the connections themselves, too, can include mechanical parts in theform of screws, bolts, pins, pawls or the like.

[0341] An important advantage of numerous embodiments of the presentinvention is their simplicity. Thus, a connection which is proposed inaccordance with the present invention can be readily interrupted and/orreestablished by a vehicle operator who is not a skilled mechanic.Furthermore, the features which are shown in FIGS. 8 to 8 c (namely, theutilization of one or more pointers and associated scales) even furthersimplifies the task of an operator who is confronted with an emergencysituation under circumstances which are less than favorable as farimmediately or reasonably rapidly obtaining assistance from a repairshop or from another operator is concerned.

[0342] Without further analysis, the foregoing will so fully reveal thegist of the present invention that others can, by applying currentknowledge, readily adapt it for various applications without omittingfeatures that, from the standpoint of prior art, fairly constituteessential characteristics of the generic and specific aspects of ourcontribution to the art of power trains for motor vehicles and,therefore, such adaptations should and are intended to be comprehendedwithin the meaning and range of equivalence of the appended claims.

At is claimed is:
 1. A motor vehicle power train comprising a primemover, a transmission system shiftable into and from a selected one ofplurality of gears, a torque transmitting system having engaged anddisengaged conditions, means for automatically operating at least one ofsaid systems through at least one electric actuator motor arranged toact on at least one input element of the at least one of said systems,wherein said electric actuator motor comprises a brushless directcurrent motor.
 2. The motor vehicle power train of claim 1, wherein thetorque transmitting system comprises a clutch and the at least one inputelement comprises a release bearing of said clutch.
 3. The motor vehiclepower train of claim 1, wherein the at least one input element comprisesan actuator input shaft of the transmission system, and wherein saidactuator input shaft is operable to effect at least one of selecting agear and shifting into the selected gear.